Adaptive hardware secure disconnect system

Abstract

An adaptive hardware safety disconnect system for a motorized traffic vehicle may utilize configurable hardware logic circuitry to selectively disable a traffic vehicle system, such as a high voltage contactor, an airbag, or a low voltage power supply, in a deterministic manner. The first disconnect mechanism may disable the first set of systems, while the second disconnect mechanism disables the additional system to fully power down the traffic vehicle. The system may be configured for different use cases, such as emergency response, service, and development testing, while using common hardware components.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 712,995, filed on October 28, 2024, entitled “Adaptive Hardware Safety Disconnect System,” the entire contents of which are incorporated herein by reference. Background Technology

[0003] This application relates to safety systems for electric vehicles, and more specifically to adaptive hardware-based systems for selectively disconnecting power and disabling critical systems in a vehicle. Summary of the Invention

[0004] The disclosed subject matter provides a partitioned architecture and other designs for power distribution that allow for the safe disconnection of electric vehicles. The system can use configurable circuitry to selectively disable vehicle systems such as high-voltage contactors, airbags, and low-voltage power supplies in a deterministic manner. Attached Figure Description

[0005] Certain features of the present subject matter are set forth in the appended claims. However, for purposes of explanation, several embodiments of the present subject matter are illustrated in the following figures.

[0006] Figure 1A An example top view of a vehicle with zoned power distribution as described in this article is shown.

[0007] Figure 1B An example side view of a vehicle with zoned power distribution as described herein is shown.

[0008] Figure 2A An example block diagram is shown that may include multiple electronic control units (ECUs).

[0009] Figure 2B An example block diagram is shown that may include multiple ECUs.

[0010] Figure 2C Examples Figure 2B The detailed example of the block diagram.

[0011] Figure 2D Examples Figure 2B The detailed example of the block diagram.

[0012] Figure 3A An example high-level system diagram illustrating an adaptive hardware safe disconnect system is shown.

[0013] Figure 3B An example high-level system diagram illustrating an adaptive hardware safe disconnect system is shown.

[0014] Figure 3C An example high-level system diagram illustrating an adaptive hardware safe disconnect system is shown.

[0015] Figure 4A An example high-level system diagram illustrating an adaptive hardware safe disconnect system is shown.

[0016] Figure 4B An example high-level system diagram illustrating an adaptive hardware safe disconnect system is shown.

[0017] Figure 4C An example high-level system diagram illustrating an adaptive hardware safe disconnect system is shown.

[0018] Figure 5 An example high-level system diagram of an adaptive hardware safety disconnection system for transportation vehicles with an overlay process, as further described herein, is illustrated.

[0019] Figure 6 An example method for power disconnection according to the implementation scheme is illustrated.

[0020] Figure 7 An example method for disconnecting power according to the implementation scheme is illustrated. Detailed Implementation

[0021] The detailed description set forth below is intended as a description of various configurations of the subject matter and is not intended to represent the only configuration in which the subject matter can be practiced. The accompanying drawings are incorporated herein and form part of the detailed description. The detailed description includes specific details in order to provide a thorough understanding of the subject matter. However, those skilled in the art will clearly understand that the subject matter is not limited to the specific details set forth herein and can be practiced without these specific details. In some instances, well-known structures and components are shown in block diagram form to avoid confusion with the concepts of the subject matter.

[0022] Conventional electric vehicle power systems typically use distributed components, leading to increased complexity, wiring, and reduced reliability. A more integrated and centralized architecture is needed to improve efficiency, reduce costs, enhance safety, or provide functional redundancy. Achieving optimal power distribution, safety during charging, and efficient component packaging is often challenging. The topics disclosed herein address these challenges through a comprehensive, integrated approach.

[0023] The disclosed subject matter provides a safe disconnect system for vehicle systems. This system can selectively disable vehicle systems, such as high-voltage contactors, airbags, or low-voltage power supplies, in a deterministic manner, potentially independent of software. The system can be configured in different modes to support mass-production vehicle systems, vehicle development systems, or other use cases while using common core hardware. The system can be configured for various use cases, such as emergency response, vehicle maintenance, or vehicle development testing. The system simplifies the vehicle development process by employing common hardware configurable for testing or mass production. Additionally, the system can support safe shutdown for firefighters, vehicle maintenance operations, and the development of reset and power-off functionality. Compared to conventional methods, the disclosed subject matter offers improved safety, flexibility, or cost-effectiveness.

[0024] Figure 1A An example top view of a vehicle 300 is illustrated. As further described herein, the vehicle 300 may include an electronic control unit (ECU) (e.g., ECU 10 and ECU 20) in the front portion 330 of the vehicle 300, an ECU (e.g., ECU 30) in the rear portion 340 of the vehicle 300, a power management compartment 51 (which may also be referred to as a treehouse), or a low-voltage (LV) battery 60 (e.g., a 9V to 16V battery), etc. As further described herein, ECU 10 is operable on a first side of the longitudinal axis of the vehicle 300, while ECU 20 is operable on a second side of the longitudinal axis. The longitudinal axis may be defined as an imaginary line extending from the front to the rear of the vehicle 300 along its center, dividing the vehicle 300 into a first (e.g., left) side and a second (e.g., right) side. ECU 30 is operable on components located at the rear of the vehicle 300. ECU 30 may be located within the power management compartment 51.

[0025] The power management compartment 51 may include an ECU 30, an energy management module (EMM) 52, or an LV battery 60 (e.g., 9V to 16V), etc. The power management compartment 51 may be a structure including power management-related components located at the rear of the vehicle 300 (such as under the second row of seats or trunk of the vehicle 300). The power management compartment 51 may be the volume of a conventional fuel tank and encapsulate multiple components as disclosed herein. Components in the power management compartment 51 may include an ECU 30 with a left microcontroller unit (MCU) and a right microcontroller unit (e.g., MCU 65 or MCU 66), a DC-DC converter (e.g., DC-DC 50), an LV battery 60, or an isolating switch (ISOSW) (e.g., fault isolation system 11), etc. The DC-DC 50 may be located within the EMM 52. The ECU 30 may integrate a battery management system (BMS) and zone control functions to manage the power distribution between the DC-DC bus and the battery bus. The power management compartment 51 can be connected to ECU 10 and ECU 20, forming the backbone of the power architecture of the vehicle 300. This design reduces seven or more high-current feeds in other architectures to only three, for example, in the disclosed architecture, while eliminating the need for diodes or computation, etc. The architecture of the power management compartment 51 provides end-to-end functional redundancy and enables simplified LV battery management via a single battery feed. This centralized positioning of the power management compartment 51 reduces the likelihood of simultaneous damage to multiple systems in a severe collision scenario, potentially improving occupant safety and post-collision response. Thermal management can be efficient through the centralization of high-power components. This approach allows for more efficient packaging and reduced system complexity.

[0026] Figure 1B An example side view of a vehicle 300 is illustrated. As shown, the vehicle 300 may include one or more battery packs, such as a high-voltage (HV) battery pack 310 (e.g., 450V), which may be located near the central body portion 335 of the vehicle 300. The HV battery pack 310 may be coupled to one or more electrical systems of the vehicle 300 to provide power to the electrical systems. As further described herein, ECU 10 (also referred to herein as East Area Controller - EZC 10), ECU 20 (also referred to herein as West Area Controller - WZC), or ECU 30 (also referred to herein as South Area Controller - SZC) may be communicatively connected to each other or share power with each other, and functional redundancy may be provided for the power supply or other operation of the electronic components of the vehicle 300.

[0027] In one or more embodiments, vehicle 300 may be an electric vehicle having one or more electric motors that use electricity from HV battery pack 310 to drive the wheels of vehicle 300. In one or more embodiments, vehicle 300 may also include or alternatively include one or more chemically powered engines, such as gas-powered engines or fuel cell-powered motors. For example, the electric vehicle may be fully electric or partially electric (e.g., hybrid or plug-in hybrid). In various embodiments, vehicle 300 may be a fully autonomous vehicle capable of operating on roads without a human operator or driver, a partially autonomous vehicle capable of operating on some roads without a human operator or driver or capable of operating on roads under the supervision of a human operator, a driverless vehicle capable of operating on roads or other paths without any human occupants, or a human-operated (non-autonomous) vehicle configured for human operation.

[0028] exist Figure 1B In the example, the vehicle 300 may be implemented as a truck (e.g., a pickup truck) with a battery pack 310. As shown, the HV battery pack 310 may include one or more battery modules 315, which may include one or more battery cells 320. However, this is merely illustrative, and in other specific implementations, the HV battery pack 310 may be provided without any battery modules 315 (e.g., in a cell-to-pack configuration).

[0029] like Figure 1B As shown, the vehicle 300 may include a support structure, such as a chassis 325 (e.g., a frame, internal frame, or other support structure). The chassis 325 may support various components of the vehicle 300. As shown, in some embodiments, the chassis 325 may span the front portion 330 (e.g., a hood or cover portion), the central body portion 335, and the rear portion 340 (e.g., a luggage compartment, payload, or trunk portion) of the vehicle 300. In one or more embodiments, an HV battery pack 310 may be mounted on the chassis 325 (e.g., within one or more of the front portion 330, the central body portion 335, or the rear portion 340). As shown, the HV battery pack 310 may include one or more buses (e.g., one or more current collector elements) or be electrically coupled to such one or more buses. Figure 1B In the example, the vehicle 300 includes a first busbar 345 and a second busbar 350, either or both of which may include conductive material for connecting or otherwise electrically coupling the battery module 315 or battery cell 320 to or otherwise electrically coupling it to other electrical components of the vehicle 300 to provide power to various systems or components of the vehicle 300.

[0030] In other specific implementations, the vehicle 300 may be implemented as another type of electric truck, electric delivery vehicle, electric motor vehicle, electric car, electric motorcycle, electric scooter, electric passenger vehicle, electric passenger or commercial truck, hybrid vehicle or other vehicle, such as sea or air vehicle, aircraft, helicopter, submarine, ship or drone, or any other mobile device having a battery pack 310 (e.g., which provides power to the propulsion or drive components of the mobile device).

[0031] When compared to other architectures, the disclosed multi-zone architecture allows for reduced cabling. Shorter conductors can have less mass, and therefore the weight of the vehicle 300 can be reduced. While conductor length may not typically have a significant cost impact on small-gauge conductors, it can affect the overall mass and flexibility of the harness. Longer conductors may increase harness volume and potentially complicate installation due to reduced flexibility.

[0032] Figure 2A and Figure 2B An exemplary block diagram of a system 100 that may include multiple ECUs of a vehicle 300 is illustrated. An ECU is an embedded system that controls one or more electrical systems or subsystems within a vehicle, such as steering, braking, or advanced driver assistance systems (ADAS). The positioning and connection of ECU 10, ECU 20, or ECU 30 can provide a degree of redundancy for failures that may result from a collision or other malfunction. The system 100 is designed to allow the vehicle 300 to operate safely for a period of time after a failure, such as being able to drive the vehicle 300 (e.g., steer, brake, or accelerate) to a safe location off the road or to operate the electronic control functions of the vehicle 300 (e.g., door latches), etc. As shown, ECU 10, ECU 20, or ECU 30 may be connected to a DC-DC converter 50 (also referred to herein as DC-DC bus 50) to operate a DC-DC load and to a low-voltage (LV) battery 60 (e.g., a 9V to 16V battery or LV battery bus 60) to operate an LV battery load.

[0033] There may be different types of operations, such as post-collision operations, sleep operations, jump-start operations, power generation operations, DC-DC failure operations, LV battery failure operations, or normal operations related to driving, etc. Figure 2B An exemplary block diagram of system 100 in normal operation associated with driving is shown. Figure 2C and Figure 2D yes Figure 2BThe diagram shows an enlarged view of a portion of system 100, with example information regarding current, voltage, or other parameters. In this example, one or more ECUs (e.g., ECU 30) may include a fault isolation system 11. The fault isolation system 11 may include a disconnect switch. In some configurations, for safety reasons, only one ECU (e.g., ECU 30) may include the fault isolation system 11. A common bus may exist that allows bidirectional power transfer to and from the LV battery 60, which may be a function of the fault isolation system 11. In the event of a failure in the DC-DC converter 50 (within the EMM 52) or the LV battery 60, the common bus will remain operational (e.g., will be available).

[0034] Continue to refer to Figures 2B to 2D Each ECU may have one or more dedicated functions that can be powered by a DC-DC converter 50, an LV battery 60, or an LV DC-DC converter 41 (also referred to herein as a standby power supply or a micro DC-DC converter). ECU 10 may operate (e.g., communicate with or power) functions 1, 2, 3, and 5, or connect to them. Function 1 may include functions such as a first-line universal serial bus or Electronic Stability Program (ESP), etc. Function 2 may include functions such as a right door latch, passenger seat motor, right headlight, alarm module, or front trunk latch, etc. In this example, function 1, 2, 3, or 5 of ECU 10 may be powered by a DC-DC converter 50 (which may be the primary power source) or an LV battery 60 (which may be the secondary power source). ECU 10 may be located at the right front of vehicle 300 and therefore can operate functions primarily for the right side of vehicle 300.

[0035] like Figure 2B As shown, ECU 20 can operate functions 1, 2, 3, or 4. Function 1 may include functions such as a front suspension valve or autonomous control module, etc. Function 4 may include functions such as a steering angle sensor, front wiper motor, left door latch, left headlight, external near field communication (NFC), or on-board diagnostic (OBD) port, etc. Function 1 or function 2 may include functions such as electric power steering (EPAS), charging port door, internal NFC, or electric power-assisted braking, etc. In this example, functions 1, 2, 3, or 4 of ECU 20 may be powered by a DC-DC converter 50 (which may be the primary power source) or an LV battery 60 (which may be the secondary power source). ECU 20 may be located at the left front of vehicle 300 and therefore can operate functions primarily for the left side of vehicle 300.

[0036] like Figure 2BAs shown, ECU 30 is operable with functions 6, 7, 8, or jump-start functionality. ECU 30 can be connected to jump-start interface 17. Jump-start interface 17 allows an external power source (e.g., a jump-start kit) to connect to ECU 30 to jump-start the electronic functions of vehicle 300, such as when LV battery 60 is depleted. As further described herein, jump-start interface 17 may have multiple routes. Function 6 may include functions such as a master contactor or DCFC contactor. Function 7 or function 8 may include functions such as rear vehicle access system sensors, lift-up door latches, trailer brakes, rear right light, rear left light, right trailer brake light, rear suspension valve, DC-DC logic power supply, BMS voltage / isolation monitoring, parking lock, HV group circuit monitor, radio farm, charging port PC / IO, rearview radar, or Ethernet components, etc. In this example, function 6, function 7, or function 8 of ECU 30 may be powered by DC-DC 50 (which may be the primary power source) or LV battery 60 (which may be the secondary power source). ECU 30 may be located at the rear of vehicle 300 (e.g., under the rear seat) and thus can operate functions primarily for the rear portion of vehicle 300.

[0037] System 100 may include a battery management system (BMS). The BMS may be located at or near the HV battery pack 310, wherein the LV DC-DC converter 41 converts the HV DC to a lower voltage (such as 14V). For example, when the vehicle 300 is in standby mode (e.g., parked), the LV DC-DC converter 41 may help reduce the need for certain operations on the LV battery 60. It is anticipated that the functions disclosed herein (e.g., functions 1 through 8) may be controlled by other ECUs or powered by any of the listed power sources.

[0038] Figure 3AAn example high-level system diagram of an adaptive hardware safety disconnect system 150 for a vehicle 300 is illustrated. The vehicle 300 may be a mass-produced electric vehicle that may include ECU 10, ECU 20, ECU 30, LV battery 60, a cutoff circuit 161, and a connection 153 from ECU 20 to ECU 30. ECU 10, ECU 20, and ECU 30 may be interconnected via discrete hardware signal lines. The controller may include hardware logic circuitry configured to implement safety disconnect functionality. ECU 20 may include input buffers to detect the cutoff circuit and E-STOP signals. Logic gates may be combined to generate appropriate disable signals. ECU 30 may include similar input detection and logic to control low-voltage systems. For example, ECU 30 may use a combination of AND and OR gates to ensure that the LV DC-DC 41 is disabled only when appropriate conditions are met. Logic gates may be combined to generate appropriate disable signals. For example, if the cutoff circuit or E-STOP is activated, an OR gate may be used to trigger an airbag disable signal. An AND gate can only be used to generate a high voltage or LV DC-DC disable signal when the cut-off circuit is activated and the low-voltage battery is disconnected.

[0039] By implementing safety-critical disconnect functionality in the hardware logic, deterministic behavior is ensured without relying on potentially unreliable software. The system's adaptive nature allows for modifications to different vehicle models or types of electric vehicles (e.g., passenger cars, buses, trucks) with minimal changes to the core hardware. This flexibility can lead to significant cost savings in development or manufacturing.

[0040] The disconnect circuit 161 provides an externally accessible emergency disconnect that can be activated by a first responder, maintenance personnel, or other person. Figure 3A As shown, the disconnect circuit 161 can be closed, and therefore electricity can travel throughout the vehicle 300 as designed. Figure 3B As shown, the cut-off circuit 161 can be disconnected and can therefore be designed to cut off the high-voltage power to the entire vehicle 300, such as using ECU 10, ECU 20, and ECU 30. The LV battery 60 and LV DC-DC converter 41 can still be enabled. In this example, the restraint control module (RCM) main circuit 151 (e.g., airbag), the RCM secondary circuit 152, and the HV contactor can be shut off. Figure 3C As shown, the disconnect circuit 161 remains open, and the ground terminal 155 of the LV battery 60 can also be disconnected. This disconnection of the LV battery 60 further shuts off the remaining power to the vehicle 300, which may include additionally shutting off the LV DC-DC converter 41 and the brake housing main circuit 156 and brake housing secondary circuit 157. The brake housing may be associated with a stability system.

[0041] Figure 4A An example high-level system diagram is shown for an adaptive hardware safety disconnect system 150 for a vehicle 300. The vehicle 300 may be a development or other electric vehicle, which may include ECU 10, ECU 20, ECU 30, LV battery 60, disconnect circuit 161, connection 153 from ECU 20 to ECU 30, emergency stop (E-stop) 165, and LV battery disconnect switch 166. The disconnect circuit 161 can be closed, and therefore power can travel throughout the vehicle 300 as designed. Figure 4B As shown, the cutoff circuit 161 can be closed, but E-STOP 165 can be engaged (e.g., pressed). Based on engaging E-STOP 165 as disclosed, high-voltage power to the entire vehicle 300 can be cut off, such as using ECU 10, ECU 20, and ECU 30. LV battery 60 and LV DC-DC 41 can still be enabled. In this example, brake box main circuit 156, brake box secondary circuit 157, and HV contactor can be closed. Figure 4C As shown, the cut-off circuit 161 remains closed, allowing E-STOP to be engaged, and the LV battery disconnect switch 166 can also be turned to the off position. The LV battery disconnect switch 166 in the off position further shuts off the remaining power to the vehicle 300, which may include additionally shutting off the LV DC-DC 41, RCM main road 151, and RCM secondary road 152. Figure 5 Examples are given in this article, such as Figures 3A to 4C A further example high-level system diagram of an adaptive hardware safety disconnection system 150 for a vehicle 300 with an overlay process is described.

[0042] Figure 6 An example method 200 for power disconnection according to an implementation scheme is illustrated. This method allows for the rapid or reliable disabling of the system.

[0043] At step 202, activation of the cutoff circuit 161 is detected, for example, by the ECU 20 sensing an open circuit. The cutoff circuit 161 may be located in an accessible location, such as under the hood of the vehicle 300. In this example, the scenario cutoff circuit 161 may be used to allow a first responder or maintenance technician to quickly initiate a safety shutdown procedure.

[0044] At step 204, in response to activation of the cut-off circuit 161, power to the airbag system (e.g., RCM 151 or RCM 152) can be disabled, and the high-voltage contactor can be disconnected using hardware logic circuitry in the area controller. This step 204 can be used to ensure the safety of the vehicle 300 in an emergency. Disabling the airbag system prevents accidental deployment during rescue or maintenance operations, while opening the HV contactor isolates the high-voltage battery, significantly reducing the risk of electrical hazards.

[0045] Hardware logic circuitry ensures that the disabling process occurs quickly and reliably, without relying on potentially vulnerable software systems. ECU 20 can directly disable the airbag system by cutting off power to RCM 151 or RCM 152. Upon proximity or simultaneous contact, a signal can be sent to ECU 30 to disconnect the HV contactor.

[0046] At step 206, for example, by sensing a loss in battery voltage via ECU 30, a disconnection of the low-voltage battery terminal can be detected. This step allows for a complete power outage of the vehicle 300's electrical system. The disconnection of the LV battery 60 can be performed manually by a maintenance technician or automatically as part of a full shutdown sequence.

[0047] At step 208, in response to the disconnection of the LV battery 60, hardware logic can be used to disable power to the LV DC-DC 41. This action completely de-energizes the vehicle 300's system, ensuring that no residual power remains in the vehicle's electrical network. The hardware logic in the ECU 30 can directly cut off the enable signal to the LV DC-DC 41, ensuring that it stops supplying power to the low-voltage system of the vehicle 300.

[0048] This two-stage shutdown process ensures that critical safety systems are disabled first, followed by a complete power outage of the electrical systems. The use of hardware logic throughout the process helps ensure deterministic behavior and rapid response times, which can be crucial in emergency situations.

[0049] Figure 7 An example method 220 for disconnecting power is illustrated according to the implementation scheme disclosed herein. Method 200 can be customized for use during the development and testing of transportation vehicles, where rapid system shutdown capability is critical for safety and diagnostic purposes, but it is also applicable to other scenarios.

[0050] At step 222, activation of the E-STOP switch 165 can be detected. The E-STOP 165 can be a prominently placed, easily accessible switch within the vehicle compartment, allowing the test driver to quickly initiate the shutdown sequence should any issues arise during testing.

[0051] At step 224, in response to the activation of E-STOP 165, power to the braking system (e.g., brake housing 156 or brake housing 157) can be disabled, and the HV contactor can be disconnected using hardware logic circuitry. This step allows the test driver to quickly disable propulsion and braking during testing, which could be crucial in the event of any unexpected behavior.

[0052] The hardware logic in ECU 10 or ECU 20 can work together to achieve this. ECU 10 can be responsible for disabling the braking system, while ECU 20 can send a signal to ECU 30 to disconnect the high-voltage contactor. This distributed approach allows for redundancy or faster response times.

[0053] In this situation, disabling the braking system may not mean removing all braking capacity, but rather disabling power to the electric brake actuators or other electronically controlled braking components. This action can be taken to prevent any possibility of unintended braking application due to system failure during testing.

[0054] At step 226, activation of the LV battery disconnect switch 166 can be detected. The LV battery disconnect switch 166 provides test personnel with an easily accessible way to completely shut down the electrical system of the vehicle 300. In the example, a production vehicle may be configured to disconnect the LV battery 60, while development vehicles that may require relatively frequent use of this disconnection may include a dedicated switch (LV battery disconnect switch 166) for this purpose.

[0055] At step 228, in response to the activation of the LV battery disconnect switch 166, power to the LV DC-DC 41 and LV battery 60 can be disabled to completely de-energize the vehicle 300. In other scenarios, this step ensures complete de-energization of all vehicle systems. The ECU 30 can be responsible for detecting switch activation and subsequently disabling the LV battery 60 and LV DC-DC 41.

[0056] Method 220 provides finer control over the shutdown process, allowing the disabling of specific systems (e.g., propulsion or braking) without de-energizing the entire vehicle. This can be useful for diagnosing problems or testing specific components. However, the option of a complete power-off remains available when needed. One or more combinations of the disclosed methods are envisioned.

[0057] The methods, systems, or apparatuses disclosed herein may be incorporated into electric vehicles or other equipment. The circuit blocks disclosed herein may be distributed or combined with one or more ECUs or other devices. The methods, systems, or apparatuses disclosed herein may be incorporated into products such as various feature-specific or zone-specific electronic control units (ECUs). The information disclosed herein (e.g., voltage, current, resistance, or proposed functionality) is provided for illustrative purposes, and other scenarios are contemplated herein.

[0058] This document discloses methods, systems, and apparatus for disconnecting power to a vehicle. In examples, the method, system, or electric vehicle may detect activation of a first disconnect mechanism and, in response, disable power to a first group of vehicle systems using hardware logic circuitry. The method, system, or electric vehicle may also include detecting activation of a second disconnect mechanism and, in response, disabling power to a second group of vehicle systems using hardware logic circuitry to completely de-energize the vehicle. The first disconnect mechanism may include a disconnect circuit connector or an emergency stop switch, wherein the first group of vehicle systems may include an airbag system, a high-voltage contactor, or a braking system. The second disconnect mechanism may include the disconnection of a low-voltage battery terminal or a low-voltage battery disconnect switch, wherein the second group of vehicle systems may include a low-voltage DC-DC converter. The hardware logic circuitry may be implemented in multiple interconnected area controllers, which may include an east area controller, a west area controller, and a south area controller. The disabling of power to the first and second groups of vehicle systems can occur without software intervention. The hardware logic circuitry may be configured to implement different disconnect behaviors for production vehicles and development vehicles. The method, system, or electric vehicle may include performing self-diagnostic checks on a first disconnect mechanism and a second disconnect mechanism prior to vehicle operation, wherein the hardware logic circuitry may include redundant circuitry for critical disconnect functions. The system may also include defaulting to a safe state in the event of a loss of communication between the hardware logic circuitry. All combinations in this or preceding paragraphs (including the removal or addition of steps) are conceived in a manner consistent with the other parts of the detailed description.

[0059] For a specific implementation of an electric vehicle, the vehicle may include a high-voltage system, a low-voltage system, or multiple interconnected zone controllers implementing hardware logic circuitry. A first disconnect mechanism may be coupled to at least one zone controller, and a second disconnect mechanism may be coupled to at least one zone controller. The hardware logic circuitry may be configured to disable power to a first group of vehicle systems in response to activation of the first disconnect mechanism, and to disable power to a second group of vehicle systems in response to activation of the second disconnect mechanism, thereby completely de-energizing the electric vehicle. All combinations in this or preceding paragraphs (including the removal or addition of steps) are conceived in a manner consistent with the other parts of the detailed description.

[0060] Unless otherwise stated, the term "or" is used inclusively. As used herein, the phrase "at least one of" following a series of items, together with the terms "and" or "or" used to separate any items, modifies the entire list, not each member of the list (i.e., each item). The phrase "at least one of" does not require selection of at least one of each of the listed items; rather, the phrase allows for the inclusion of the meaning of at least one of any of these items, and / or at least one of any combination of these items, and / or at least one of each of these items. By way of example, the phrases "at least one of A, B, and C" or "at least one of A, B, or C" respectively refer to only A, only B, or only C; any combination of A, B, and C; and / or at least one of each of A, B, and C.

[0061] When a component is referred to herein as “connected” or “coupled” to another component, it should be understood that the component may be directly connected to that other component, or that there may be intermediate components between these components. Conversely, when a component is referred to herein as “directly connected” or “directly coupled” to another component, it should be understood that there are no intermediate components in the “direct” connection between these components. However, the presence of a direct connection does not preclude the possibility of other connections with intermediate components.

[0062] The predicates “configured to,” “operable to,” and “programmed to” do not imply any particular tangible or intangible modification of the subject matter, but are intended to be used interchangeably. In one or more embodiments, a processor configured to monitor and control operations or components may also mean that the processor is programmed to monitor and control operations or that the processor is operable to monitor and control operations. Similarly, a processor configured to execute code can be interpreted as a processor programmed to execute code or operable to execute code.

[0063] Phrases such as "aspect," "the aspect," "on the other hand," "some aspects," "one or more aspects," "one implementation," "the implementation," "another implementation," "some implementations," "one or more implementations," "an implementation scheme," "the implementation scheme," "another implementation scheme," "some implementation schemes," "one or more implementation schemes," "a configuration," "the configuration," "another configuration," "some configurations," "one or more configurations," "subject matter," "disclosure," "this disclosure," other variations thereof, and similar phrases are used for convenience and do not imply that the disclosure associated with such phrases is necessary for the subject matter or that such disclosure applies to all configurations of the subject matter. The disclosure associated with such phrases may apply to all configurations or one or more configurations. One or more examples of the disclosure associated with such phrases may be provided. Phrases such as "aspect" or "some aspects" may refer to one or more aspects, and vice versa, and this similarly applies to other foregoing phrases.

[0064] The term “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment described herein as “exemplary” or “example” is not necessarily to be construed as preferred or advantageous over other embodiments. Furthermore, with regard to the use of terms such as “comprising,” “having,” etc., in the description or claims, such terms are intended to be inclusive in a manner similar to the term “including,” as interpreted when “including” is used as a transition word in the claims.

[0065] All structural and functional equivalents of elements of the various aspects described throughout this disclosure that are known to a person skilled in the art or will later be known are expressly incorporated herein by reference and are intended to be covered by the claims. Furthermore, nothing disclosed herein is intended to serve the public, whether or not such disclosure is expressly stated in the claims. No claim element should be subject to 35 USC. As defined in paragraph 6 of 112, unless the element is explicitly stated using the phrase “apparatus for…” or, in the case of a method claim, the element is stated using the phrase “step for…”.

[0066] The foregoing description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to limit them to the aspects shown herein, but are to conform to the full scope consistent with the language of the claims, wherein elements referred to in the singular are not intended to mean “one and only one,” but rather “one or more” unless specifically stated otherwise. Unless otherwise specifically stated, the term “some” refers to one or more. Male pronouns (e.g., his) include female and neutral pronouns (e.g., her and its), and vice versa. Titles and subheadings (if any) are used for convenience only and do not limit this disclosure.

Claims

1. A method for disconnecting power to a vehicle, the method comprising: Detecting the activation of a first disconnect mechanism, wherein the first disconnect mechanism includes a cut-off loop connector; as well as Based on the detection of the activation of the first disconnect mechanism, hardware logic circuitry is used to disable power to a first group of transportation vehicle systems, wherein the first group of transportation vehicle systems includes a high-voltage contactor.

2. The method according to claim 1, further comprising: Detect the activation of the second disconnect mechanism; as well as In response to the detection of activation of the second disconnect mechanism, hardware logic circuitry is used to disable power to the second group of vehicle systems to completely de-energize the vehicles.

3. The method according to claim 2, wherein: The second disconnection mechanism includes disconnection of the low-voltage battery terminal; and The second group of vehicle systems includes low-voltage DC-DC converters.

4. The method according to claim 2, wherein: The first disconnection mechanism includes an emergency stop switch; The first group of vehicle systems includes a braking system and a high-voltage contactor; The second disconnect mechanism includes a low-voltage battery disconnect switch; and The second group of vehicle systems includes a low-voltage DC-DC converter.

5. The method of claim 1, wherein the hardware logic circuitry is implemented in a plurality of interconnected region controllers.

6. The method of claim 2, wherein the power outage to the first group of vehicle systems and the second group of vehicle systems occurs without software intervention.

7. The method of claim 2, further comprising configuring the hardware logic circuitry to implement different disconnect behaviors for mass-produced vehicles and development vehicles.

8. The method of claim 1, further comprising performing self-diagnostic checks on the first disconnection mechanism and the second disconnection mechanism prior to operation of the vehicle.

9. The method of claim 1, wherein the hardware logic circuitry includes redundant circuitry for critical disconnection functions.

10. The method of claim 1, further comprising defaulting to a safe state in the event of loss of communication between hardware logic circuits.

11. A system for disconnecting power from a vehicle, the system comprising: Multiple interconnected region controllers, wherein the multiple interconnected region controllers implement hardware logic circuitry; A first disconnection mechanism, the first disconnection mechanism being coupled to at least a first area controller; and A second disconnect mechanism is coupled to at least a second area controller.

12. The system of claim 11, wherein the hardware logic circuit is configured as follows: Power to the first group of vehicle systems is disabled in response to activation of the first disconnect mechanism; and In response to the activation of the second disconnect mechanism, power to the second group of vehicle systems is disabled to completely de-energize the vehicles.

13. The system of claim 11, wherein the first disconnect mechanism includes a cut-off circuit connector, and the second disconnect mechanism includes a low-voltage battery terminal.

14. The system of claim 11, wherein the first disconnect mechanism comprises an emergency stop switch, and the second disconnect mechanism comprises a low-voltage battery disconnect switch.

15. The system of claim 11, wherein the plurality of interconnected area controllers comprises an east area controller, a west area controller, and a south area controller.

16. The system of claim 11, further comprising a self-diagnostic circuit configured to check the integrity of the first disconnect mechanism and the second disconnect mechanism.

17. The system of claim 11, wherein the hardware logic circuitry includes redundant circuitry for critical disconnection functions.

18. An electric vehicle, the electric vehicle comprising: High voltage systems; Low voltage systems; Multiple interconnected region controllers, wherein the multiple interconnected region controllers implement hardware logic circuitry; A first disconnection mechanism is coupled to at least one of the plurality of interconnection area controllers; A second disconnection mechanism is coupled to at least one of the plurality of interconnection area controllers; The hardware logic circuit is configured as follows: Power to the first group of vehicle systems is disabled in response to activation of the first disconnect mechanism; and In response to the activation of the second disconnect mechanism, power to the second group of vehicle systems is disabled to completely de-energize the electric vehicle.

19. The electric vehicle according to claim 18, wherein: The first disconnect mechanism includes a disconnect circuit connector; The first group of vehicle systems includes an airbag system and a high-voltage contactor; The second disconnection mechanism includes disconnection of the low-voltage battery terminal; and The second group of vehicle systems includes a low-voltage DC-DC converter.

20. The electric vehicle according to claim 18, wherein: The first disconnection mechanism includes an emergency stop switch; The first group of vehicle systems includes a braking system and a high-voltage contactor; The second disconnect mechanism includes a low-voltage battery disconnect switch; and The second group of vehicle systems includes a low-voltage DC-DC converter.

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