The electrical power management system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems with the battery and generator. This electrical power management system primarily utilizes existing on-board computer capability to maximize the effectiveness of the generator, to manage the load, improve battery state-of-charge and life, and minimize the system's impact on fuel economy. The electrical power management system performs 3 functions:

• Monitor the battery voltage and estimate the battery condition
• Take corrective actions by boosting idle speeds, and adjusting the regulated voltage
• Perform diagnostics and driver notification

The battery condition is estimated during ignition/vehicle off and during ignition/vehicle on. During ignition/vehicle off the state-of-charge of the battery is determined by measuring the open-circuit voltage. The state-of-charge is a function of the acid concentration and the internal resistance of the battery, and is estimated by reading the battery open circuit voltage when the battery has been at rest for several hours.

Any time the ignition/vehicle is on, the vehicle algorithm continuously estimates battery state-of-charge based on adjusted net amp hours, battery capacity, initial state-of-charge, and calculated temperature.

While the engine is running, the battery degree of discharge is primarily determined by the integrated battery current sensor, to obtain net amp hours.

In addition, the electrical power management function is designed to perform regulated voltage control to improve battery state-of-charge, battery life, and fuel economy. This is accomplished by using knowledge of the battery state-of-charge and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life.

The engine drive belt drives the generator. When the rotor is spun, it induces an alternating current (AC) into the stator windings. The AC voltage is then sent through a series of diodes for rectification. The rectified voltage has been converted into a direct current (DC) for use by the vehicles electrical system to maintain electrical loads and the battery charge. The voltage regulator integral to the generator controls the output of the generator; It is not serviceable. The voltage regulator controls the amount of current provided to the rotor. If the generator has field control circuit fault, the generator defaults to an output voltage of 13.8 V.

The generator is serviced as a complete assembly. If there is a diagnosed fault in the generator, it must be replaced as an assembly.

The pulley drives the Generator via the engine drive belt. There are 2 types of pulleys:

1. Conventional solid Pulley which is bolted to the Generator stator shaft. This Pulley can be serviced separately.

2. One Way Clutch Pulley or Overrunning Alternator Decoupler Pulley allows the Generator to spin freely when the engine rapidly slows down on sudden deceleration. This part is not serviceable and the Generator needs to be replaced as an assembly.

The BCM communicates with the Engine Control Module (ECM) and the instrument cluster for electrical power management operation. The BCM determines the output of the generator and sends the information to the ECM for control of the generator turn on signal circuit. It monitors the generator field duty cycle signal circuit information sent from the ECM for control of the generator. It monitors the battery current sensor, the battery positive voltage circuit, and estimates battery temperature to determine battery state of charge. The BCM also performs idle boost.

The Battery Current Sensor is a serviceable component that is connected to the negative battery cable at the battery. The battery current sensor is a 3-wire hall effect current sensor. The battery current sensor monitors the battery current. It directly inputs to the BCM. It creates a 5 volt Pulse Width Modulation (PWM) signal of 128 Hz with a duty cycle of 0–100%. Normal duty cycle is between 5–95%. Between 0–5% and 95–100% are for diagnostic purposes.

The BCM monitors the Battery Sensor Module for battery state of current, state of health, and battery charge via serial data. If the battery is determined to be in poor state of health or having a low state of charge, the BCM will not allow the ECM to perform an auto-stop.

When the engine is running, the generator turn-on signal is sent to the generator from the ECM, turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator field duty terminal is connected internally to the voltage regulator and externally to the ECM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the ECM that a problem exists. The ECM monitors the generator field duty cycle signal circuit, and receives control decisions based on information from the BCM.

As a means of displaying the charging system functions, some vehicles may be equipped with a voltmeter gauge on the instrument cluster and/or a system voltage display in the driver information center. These will indicate the current vehicle system voltage.

The instrument cluster also provides customer notification if there is a concern with the charging system. There are two means of notification: a charge indicator on the instrument cluster and/or a service system message displayed on the Driver Information Center (DIC) if equipped.

The purpose of the charging system is to maintain the battery charge and vehicle loads. There are 6 modes of operation and they include:

• Battery Sulfation Mode
• Charge Mode
• Fuel Economy Mode
• Head lamp Mode
• Start Up Mode
• Voltage Reduction Mode

The ECM Controls the Generator through the generator turn–on signal circuit, also known as the Generator L-terminal. The ECM monitors the generator performance though the Generator field duty cycle signal circuit, also known as the generator F-terminal.

The Generator turn–on signal (Generator L-terminal) is a Pulse Width Modulation (PWM) signal of 128 Hz with a duty cycle of 0–100%. Normal duty cycle is between 5–95%. 0–5% and 95–100% are for diagnostic purposes, with 0–5% monitoring for an open circuit and 95–100% monitoring for a short to ground at a fixed 13.8 V. The following table shows the commanded duty cycle and output voltage of the Generator:

The Generator provides a PWM feedback signal of the Generator voltage output through the Generator field duty cycle signal circuit to the ECM. This information is sent to the Body Control Module (BCM). The Generator field duty cycle signal (Generator F-terminal) is a PWM signal of 60–460 Hz with a duty cycle of 0–100%. Normal duty cycle is between 5–100%. 0–5% is reserved for diagnostic purposes.

As the charging systems works to maintain the battery charge and manage vehicle electrical loads, it is normal for the voltmeter gauge on the instrument cluster or the system voltage displayed in the DIC to fluctuate or change. This does not indicate a malfunction. Depending on the battery state of charge and the vehicle electrical load, these values may be anywhere from 12.5 V to 15.5 V.

The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.

The BCM will enter Charge Mode when ever one of the following conditions are met:

• Windshield wipers are ON for more than 3 s.
• Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode.
• The estimated battery temperature is less than 0°C (32°F).
• Battery State of Charge is less than 80%.
• Vehicle speed is greater than 145 km/h (90 mph)
• A current sensor malfunction exists.
• System voltage is determined to be below 12.56 V

When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.

The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can vary between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage to increase fuel economy. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present. The ECM ramps up the voltage when slowing down in an effort to charge the battery in a brake regenerative energy capture, and ramps it back down when accelerating, then the BCM is once again controlling the charging system. This can result with a volt meter displaying varying voltage while driving a fully charged battery. This is normal operation to maximize fuel economy by increasing and decreasing output of the charging system.

The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.

When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.

Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.

The instrument cluster illuminates the charge indicator and displays a warning message in the driver information center if equipped, when the one or more of the following occurs:

• The ECM detects that the generator output is less than 11 V or greater than 16 V. The instrument cluster receives a serial data message from the ECM requesting illumination.
• The instrument cluster determines that the system voltage is less than 11 V or greater than 16 V for more than 30 s. The instrument cluster receives a serial data message from the BCM indicating there is a system voltage range concern.
• The instrument cluster performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 3 s.

The BCM and the ECM will send a serial data message to the driver information center for the BATTERY NOT CHARGING SERVICE CHARGING SYSTEM or SERVICE BATTERY CHARGING SYSTEM message to be displayed. It is displayed when a charging system DTC is a current DTC. The message is turned off when the conditions for clearing the DTC have been met.

As a means of displaying the charging system functions, some vehicles may be equipped with a voltmeter gauge on the instrument cluster and/or a system voltage display in the driver information center. These will indicate the current vehicle system voltage.

As the charging systems works to maintain the battery charge and manage vehicle electrical loads, it is normal for the voltmeter gauge on the instrument cluster or the system voltage display in the driver information center to fluctuate or change. This does not indicate a malfunction. Depending on the battery state of charge and the vehicle electrical load, these values may be anywhere from 12.5 V to 15.5 V.