Abstract:
A charging system includes cables, a switch, and a wireless receiver. A first cable is coupled to a vehicle to conduct current. A second cable is coupled to the vehicle to conduct a separate current. The switch is coupled to the first and second cables to control current flow to the vehicle. A wireless receiver coupled to the switch facilitates the flow of current to the vehicle when the wireless receiver receives an incoming signal from a transmitter. The method of charging a vehicle comprises coupling the switch to the first cable and the second cable; coupling a first and second boost module to the switch; coupling a controller to the first and second boost module to control the flow of current to the vehicle when a threshold voltage is detected; and coupling a wireless receiver to the switch to facilitate current flow to the vehicle when the wireless receiver receives an incoming signal and a correct polarity is detected.

Description:
BACKGROUND OF THE INVENTION  
       [0001]     2. Technical Field  
         [0002]     The inventions relate to charging systems, and more particularly, to energy delivery systems that are capable of delivering current to a vehicle.  
         [0003]     3. Related Art  
         [0004]     The demand for electric power in passenger vehicles, cars, trucks, and buses is increasing. Engine management, audio, telematics, occupant safety, console, and other systems are consuming the power generated by a vehicle&#39;s electrical system. Many electric systems must support engine, body control, and interior systems when an engine is running. While a vehicle&#39;s charging system may support high electrical loads when the engine is running, when the engine is turned off, the parasitic drain of these loads may deplete the battery used to start that vehicle.  
         [0005]     When a battery is dead or weakened, it is sometimes necessary to recharge the battery to a level that can be used to start a vehicle. One common way of recharging a battery is by jumping it with another battery. To jump a battery, a second battery is connected in parallel with the dead or weakened battery. The added battery may provide extra power to support the electrical loads and may provide the needed current to start the vehicle. Unfortunately, in some systems, the additional battery may not provide the needed current to support the engine load or ancillary loads of the other powertrain and in-vehicle systems. Moreover, the added battery may not provide the needed current for a sufficient period of time to start the vehicle. If it does not have sufficient power, the dead or weakened battery will draw power from the added battery. When connected for an extended period of time, the added battery may also become depleted.  
         [0006]     Some supplemental supplies provide alternative sources of power to vehicles. In some devices, a low frequency transformer is used to step down an ac source to a lower voltage. The resulting secondary voltage is then converted into dc. The reduction in power dissipates energy in the form of heat, which lowers the efficiency of the charging system. Because of its low efficiency, some supplemental supplies need bulky and expensive heat sinks and cooling fans, which may decrease the output of the supply and create a bulky and heavy device that is difficult to use. Moreover, when a high current is needed, some supplemental supplies may not provide the needed current long enough to start a vehicle.  
       SUMMARY  
       [0007]     A charging system includes cables, a switch, and a wireless receiver. A first cable is coupled to a vehicle to conduct current. A second cable is coupled to the vehicle to conduct a separate current. The switch is coupled to the first and second cables to control current flow to the vehicle. A wireless receiver coupled to the switch facilitates the flow of current to the vehicle when the wireless receiver receives an incoming signal from a transmitter.  
         [0008]     The method of charging a vehicle comprises coupling the switch to a first cable and a second cable; coupling a first and second boost module to the switch; coupling a controller to the first and second boost module to control current flow to a vehicle when a threshold voltage is detected; and coupling a wireless receiver to the switch to facilitate current flow to the vehicle when the wireless receiver receives an incoming signal and a correct polarity is detected.  
         [0009]     Other systems, methods, features, and advantages of the invention will be, or will become, apparent to one with skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description, be within the scope of the invention, and be protected by the following claims. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0010]     The inventions can be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the inventions. Moreover, in the figures, like referenced numerals designate corresponding parts throughout the different views.  
         [0011]      FIG. 1  is a partial block diagram of a charging system.  
         [0012]      FIG. 2  is a second partial block diagram of an alternative charging system.  
         [0013]      FIG. 3  is a block diagram of a polarity detection warning system.  
         [0014]      FIG. 4  is a block diagram of an optional re-charging system.  
         [0015]      FIG. 5  is a flow diagram of a charging process of  FIG. 1 .  
         [0016]      FIG. 6  is an alternative flow diagram of a charging process of  FIG. 1 .  
         [0017]      FIG. 7  is a flow diagram of a recharging process.  
         [0018]      FIG. 8  is a diagram of a mobile cart. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0019]     A portable charging system is capable of sourcing power to start a vehicle and support other vehicle systems. The system may provide one, two, or more separate voltage ranges. Some voltage ranges maybe suitable to start a vehicle such as a passenger vehicle (e.g., a car), a truck, a bus, or heavy duty vehicles. Other voltage ranges maybe suitable to turn on engine management, audio, telematics, occupant safety, consoles, and other systems or combinations of systems. The charging system may include a wireless interface, audio and/or visual reverse polarity protection, and a power management system.  
         [0020]      FIG. 1  is a partial block diagram of the portable charging system  100 . The portable charging system  100  includes a wireless controller  102 , a second controller or control module  104 , electrical and mechanical switches, and a plurality of boost modules  108  and  110 . The wireless controller  102  sends and receives data through radio, optical signaling (e.g., infrared) or some other technology or combination of technologies that do not require a physical connection between a transmitter  118  or a receiver  120 .  
         [0021]     Power management elements  114  allow the wireless controller  102  to selectively shut-down when the portable charging system  100  is not in use for a period of time. The power management elements  114  provide three basic modes: active, idle, and sleep modes. In the active mode, the wireless controller  102  receives or transmits data. The power management elements  114  link a power source to a receiver  120 . The link may connect one or more of the outputs of the boost modules  108  and  110  to an input of the receiver  120 . The charging system  100  will also operate if a normally open push button switch or an equivalent, like the mechanical switch  226  shown in  FIG. 2 , is activated. When activated, power is sourced to one or more electrically activated switches even if power is removed or interrupted from the receiver  120 . In idle mode, power continues to be supplied to the receiver  120 . While the receiver  120  remains active, a standby timer  122  counts until the length of its count expires. The countdown length may be set by the user or defaulted to a system setting. In sleep mode, power is removed from the receiver  120  and the charging system  100  become inactive. Unlike the idle mode in which the charging system  100  may return to an active state when data is received from the transmitter  120 , in some power management systems the portable charging systems  100  may only leave the sleep mode when the power management system is reset. In some systems, a two state element  124  such as a normally open momentary switch maybe used reset the power management system.  
         [0022]     To provide power to an external source, the wireless receiver  120  receives the incoming signals and coverts them to a biasing signal that is fed to one or more electrically activated switches  106 . In  FIG. 1 , a first switch  128  is turned on when the biasing signal is received, and it is turned off when the biasing signal is removed. When the first switch  128  is turned on, an excitation signal from one of the two boost modules  108  and  110  feeds to a second switch  130 . When a relatively low-power signal is received from the control module  104 , the excitation signal is routed to a third and a fourth switch  132  and  134  that are activated by the excitation signal.  
         [0023]     A control module  104  coupled to an output of charging system  100  and the second switch  130  controls the states of the second, third, and fourth switches  130 ,  132 , and  134 . With or without input and output.isolation (e.g., such as through an opt-coupler), the control module  104  monitors an output of the charging system  100  and compares it against a fixed or a programmable voltage level or voltage range. When the voltage equals or rises above the voltage level or falls within the voltage range, the control module  104  activates the second switch  130  that couples one or more of the boost modules  108  and  110  to the outputs of the charging system  100 . When the control module  104  detects a reverse polarity, the second switch  130  is deactivated effectively shutting down the charging system  100 . A display and a device that converts electric signals into sound may warn a user of a reverse polarity connection.  
         [0024]     In  FIG. 1 , the boost modules  108  and  110  are separate active energy storage elements. The energy storage elements may deliver current that is proportional to the rate of change of the voltage they store. A first boost module  108  may deliver a substantially smaller amount of current than the second boost module I  10 . When the boost modules  108  and  110  are delivering current during a common time period, some second boost modules  110  may deliver a substantially larger current than some first boost modules  108 . In some charging systems, the second boost module  110  delivers a boost current that is almost twice the boost current or greater than twice the boost current delivered by the first boost module  108 .  
         [0025]     To recharge the boost modules  108  and  110 , the charging system  100  may include a two state device  136  that routes a load voltage and/or current to the control lines of the third and the fourth switch  132  and  134 . A momentary switch, for example, may route a load voltage to the control node of an electromechanical switch. When a load voltage exceeds a predetermined voltage, that voltage may source power to the first and second boost modules  108  and  110  to re-charge them. When the output cables are coupled to a vehicle&#39;s electrical system, the vehicle&#39;s electrical power provides the control bias to the third and fourth switches  132  and  134  and the source power to recharge the first and second boost modules  108  and  110 . In some alternative charging systems an optional power source, such as a solar panel or high frequency supply may be used to supplement the vehicle&#39;s charging system or may be used exclusively to recharge the first and second boost modules  108  and  110 . In some charging systems, visual output devices display the state of the charging system  100  by providing details about the amount of current, voltage, and time, for example, of the charging and re-charging process. When an over-current or short-circuit condition arises, optional fuses or optional breakers in the output cable may bum out or open cutting off the flow of current between the charging system  100  and its load. In other charging systems, a current monitoring and limiting circuit within the control module  104  may deactivate the second switch  130  to protect the user and charging system  100  against high current and/or voltage conditions. In some systems, a display may identify the failure conditions.  
         [0026]      FIG. 2  illustrates an alternative portable charging system  200 . The alternative charging system includes a wireless control system  202 , a controller  204 , mechanical and electromechanical switches, a first and second boost module  208  and  210 , and output interfaces  212 . Radio waves are used for the wireless transmission of information between the wireless transmitter  214  and wireless receiver  216 . The information maybe imposed on a carrier wave as amplitude modulation (AM) or a frequency modulation (FM) or in a digital form (pulse modulation). Transmission may not involve just a single-frequency transmission, but may rely on a frequency band whose width is dependent on the information density.  
         [0027]     A register, software routine, or circuit, such as the timer  218  shown in  FIG. 2  allows the portable charging system  200  to shut-down when not in use. A single pole double throw (switch, electromechanical relay, or solid state device)  220  provides complementary switching to reset the timer  218  and supply voltage from the boost module  210  to the timer  218 . In an idle mode, the timer  218  counts until the length of its count expires. The countdown length maybe set by the user or defaulted to a system setting such as a fifteen or thirty minute interval. When the count expires, the charging system  200  enters a sleep mode. In the sleep mode, power is removed from the wireless receiver  216  and the charging system  200  becomes inactive. The charging system  200  will awaken if equipped with a normally open push button switch (e.g., such as the mechanical switch  226  shown in  FIG. 2 ) or an equivalent that is activated. When the switch is closed, the charging system  200  will awaken even when power is removed from the wireless receiver  216 .  
         [0028]     To provide power to an external source, the wireless receiver  216  receives the incoming signal and converts them to a biasing signal that is fed to two electrically activated switches or relays  222  and  224 . Alternatively, a mechanical switch  226 , such as a normally open momentary switch positioned in parallel with the wireless receiver  216  may bias the switches or relays  222  and  224 . In  FIG. 2 , a first relay  222  is turned on when the biasing signal is received from the wireless receiver  216  or the mechanical switch  226 . When the first relay  222  is turned on an excitation signal from the boost module  210  is fed to the second relay  224 . The second relay  224  routes the excitation signal to the third and fourth relays  228  and  230 , when a control signal is received from the controller  204 .  
         [0029]     The output of the charging system  200  is monitored by a voltage and/or current monitoring circuit within the controller  204 . Voltage and/or current monitored at the output interface  212  are compared against a fixed or programmed reference. When the output exceeds the reference, a control signal activates the second, third, and fourth relays  224 ,  228 , and  230 . When a reverse polarity connection is detected, the control signal does not flow from the controller  204 , which deactivates the second relay  224  and shuts down the charging system  200 . Analog gauges, digital, or light emitting diode displays  302  (as shown in  FIG. 3 ) may provide a reverse polarity warning. A speaker or piezoelectric elements  302  may provide an audible warning to the user of a reverse polarity connection.  
         [0030]     In  FIG. 2 , the first and second boost modules  208  and  210  comprise separate active circuit elements (e.g., capacitors or ultra capacitors) that store charge. The first and second boost modules  208  and  210  may comprise two or more KAPower™ super capacitors available from Kold Ban International of Lake In The Hills, Illinois. The first and second boost modules  208  and  210  may deliver the same or different current. In  FIG. 2 , the second boost module  210  is capable of delivering up to about twenty four volts of dc while the first boost module is capable of delivering up to about twelve volts of dc. In some charging systems the second boost module  210  is capable of providing the necessary amount of current to start a vehicle while the first boost module  208  is capable of sourcing an amount of current that can support powertrain and/or in-vehicle systems (e.g., electronic control modules, other engine management systems, consoles, etc). In some applications, the first boost module  208  may be used exclusively to start a vehicle having a 12 volt electrical system just as the second boost module  210  may be used to start vehicles having electrical systems greater than 12 volts. In these applications, the other boost module is not coupled to the vehicle&#39;s electrical system.  
         [0031]     To recharge the first and second boost modules  208  and  210 , the charging system  200  may include a mechanically activated switch  232 , such as a normally open momentary switch that routes a load voltage to the control lines of the third and the fourth relays  228  and  230 . When a load voltage exceeds a predetermined voltage, that voltage may source power to the first and second boost modules  208  and  210  to re-charge them. When the output cables are coupled to a vehicle&#39;s electrical system, the vehicle&#39;s electrical power provides the control bias to the third and fourth relays  228  and  230  and the source power to recharge the first and second boost modules  208  and  210 . In some alternative charging systems an optional power source, such as a solar panel shown in  FIG. 4  may be used to supplement the vehicle&#39;s charging system or may be used exclusively to fully recharge the first and second boost modules  208  and  210 . In some charging systems, a screen displays the state of the charging system  200  by providing details about the amount of current, voltage, charging rate, and/or time, for example, of the charging and re-charging process. When an over-current or short-circuit condition arises, optional fuses or optional breakers in the output cable may bum out or open cutting off the flow of current between the charging system  200  and its load. In other charging systems, a current and/or voltage monitoring and limiting circuit within the control module  104  may deactivate the second relay  224  to protect the user and charging system  200  against high current and/or voltage conditions. In some systems, a screen may identify the failure conditions.  
         [0032]      FIG. 5  is a flow diagram of a charging process that sources power to a vehicle&#39;s electrical system using a wireless control system. At act  502 , an operator programs a timer or activates the timer. At act  504 , the operator couples the charging cables to a vehicle. The connection may comprise connecting one or both output cables to separate or common elements of the vehicle&#39;s battery or electrical system. By monitoring the output the polarity of the connection can be assured. If a reverse polarity connection is detected at act  506 , a visual and/or audible warning is provided at act  508 , and a controller inhibits the charging process at act  510 .  
         [0033]     When polarity is assured at act  506 , a display, which may include a bipolar light emitting diode, will confirm a proper connection at act  512 . An output is then monitored and compared against a voltage reference (e.g., about eight tenths of a volt) or range at act  514 . If the vehicle voltage falls within a voltage range or is less than a predetermined reference voltage, such as about eight tenths of a volt, for example, the charging process terminates at act  516 . However, if the vehicle voltage is greater than the predetermined voltage, the charging system enters an active mode in which power is supplied to a wireless receiver at act  516 .  
         [0034]     An operator can couple one or more of the boost modules to the vehicle&#39;s battery or electrical system by activating a wireless transmitter (or transceiver). While the range of the transmitter may send electrically encoded data to a receiver from any distance such as from up to about two-hundred feet away, some transmitters may convey data to the remote receivers from about seventy-five feet away from the receiver at act  520 . If the receiver is found to be asleep at act  522 , the operator must re-program the timer or activate the timer at act  524  If the receiver is in an active or idle mode, it receives the incoming signals and converts them to a control signal that couples the one or more boost modules to the vehicle&#39;s battery or electric system for a predetermined period (e.g., about thirty seconds) of time at act  526 . If additional charging is needed, the operator may re-couple one or more of the boost modules to the vehicle&#39;s battery or charging system by re-activating the wireless transmitter (or transceiver). In some exemplary charging systems, one boost module may source a current range of about one to four hundred amps and a second boost module may source about ten to about six thousand amps. Other exemplary charging systems may source any current range from between about a quarter of an amp to about six thousand amps.  
         [0035]     To recharge the boost modules, an operator may activate the wireless receiver be sending electrically encoded data or may manually activate a switch coupled to the vehicle&#39;s battery or electrical system. A switch may route the vehicle voltage to the boost modules at act  528 .  
         [0036]      FIG. 6  is an alternative flow diagram of a charging process the may source power to a vehicles battery using manual control. At act  604 , the operator couples the charging cables to a vehicle. The connection may comprise connecting one or both output cables to separate or common elements of the vehicle&#39;s battery or electrical system. By monitoring the output the polarity of the connection can be assured. If a reverse polarity connection is detected at act  604 , a visual and/or audible warning is provided at act  606 , and a controller inhibits the charging process at act  608 .  
         [0037]     When polarity is assured at act  604 , a display, which may include a bipolar light emitting diode, will confirm the proper connections at act  606 . An output is then monitored and compared against a voltage reference (e.g., about eight tenths of a volt) or range at act  608 . If the vehicle voltage falls within a predetermined voltage range or is less than a predetermined reference voltage, such as when it less than about eight tenths of a volt, for example, the charging process terminates at act  610 . However, if the vehicle voltage is greater than the predetermined voltage, the charging system enters an active mode in which a controller module allows an operator to automatically couple one or more boost modules to a vehicles battery or electrical system at act  612 .  
         [0038]     An operator may couple one or more of the boost modules to the vehicle&#39;s battery or electrical system by activating a mechanical or electromechanical switch. When the switch is activated, the charging system couples the boost modules to the vehicle&#39;s battery or electric system for a predetermined period of time at act  614 . If additional charging is needed, the operator may re-couple one or both of the boost modules to the vehicle&#39;s battery or charging system by re-activating switch.  
         [0039]     To recharge the boost modules, an operator may activate the switch or a second switch coupled to the vehicle&#39;s battery or electrical system at act  616 . The switch may route the vehicle voltage to the boost modules to recharge them.  
         [0040]      FIG. 7  is a flow diagram of the recharging process. At act  702 , the operator couples the charging cables to a vehicle. The connection may comprise connecting one or both output cables to separate or common elements of the vehicle&#39;s battery or electrical system. By monitoring the output, the polarity of the connection can be assured. If a reverse polarity connection is detected at act  704 , a visual and/or audible warning maybe provided, and a circuit element or controller inhibits the re-charging process.at act  706 . To recharge the boost modules, an operator activate the switch coupled to the vehicle&#39;s battery or electrical system at act  708 . The switch may route the vehicle voltage through a relay to re-charge the boost modules at act  710 .  
         [0041]     The current that flows into the boost modules may have certain features. Unlike a resistive current, the re-charging current may not be proportional to the voltage rating of the boost modules, but rather to the rate of change of the voltage of the boost modules. Moreover, unlike the current that flows through a resistor, the power associated with the re-charging current is not turned into heat, but is stored as energy. Also, the impedance of the boost modules may change with the output frequency of the charging source. Moreover, when the boost modules are discharged in some charging systems, almost all of the energy is sourced back when the boost modules are discharged.  
         [0042]     The portable charging systems may be embodied in many types of enclosures. A mobile cart, having two or more wheels, for example, maybe used to transport the portable charging system. An exemplary mobile cart  800  may include a rectangular storage enclosure  802  coupled to the two inflatable wheels shown in  FIG. 8  or to one or more rigid wheels. The portable charging system may be contained within an electrically insulated storage enclosure  802  or may be distributed between the storage enclosure  802  and a handle  806 . In  FIG. 8 , a rectangular handle  806  couples an electrically insulated stem  808 . A front or rear panel that comprises part of the enclosure  802  or stem  808  provides access to the charging system. While the storage enclosure  802  and stem  808 , respectively, have vertical and horizontal lines of symmetry, other shapes, and symmetries may be used in alternative mobile carts. Moreover, the mobile cart  800  may be made of other materials including other insulating materials, such as a non-conductor of heat. Other housing without wheels may also be used to store or carry the charging systems.  
         [0043]     The portable charging systems maybe capable of sourcing power multiple voltage levels to a vehicle. By using separate charging modules (e.g., spaced apart boost modules) in some charging systems, all of the functionality of the boosting system is not lost when a boost module and/or certain output switches fails. For example, if a first boost module were to fail (e.g., may not hold a charge or is not rechargeable), all of the functionality of some of the charging systems is not lost. In these systems, a second (and/or a third, and/or a fourth boost module, etc.) will still operate even when the first boost module fails.  
         [0044]     The term charging is intended to broadly encompass mechanisms and methods that source a current and/or voltage that is capable of starting a vehicle as well as other mechanisms and methods that may supplement another power source within or coupled to a vehicle.  
         [0045]     The above described charging systems may provide one, two, or more separate voltage ranges. Some voltage ranges maybe suitable to start a vehicle such as passenger vehicles, cars, trucks, buses, construction, or other vehicles. Other voltage ranges maybe suitable to support engine management, audio, telematics, occupant safety, consoles, and other systems or combination of systems. The charging system may include a wireless interface, audio and/or visual reverse polarity protection, and a power management system.  
         [0046]     While various embodiments of the invention have been described, it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the invention. Accordingly, the invention is not to be restricted except in light of the attached claims and their equivalents.