Vehicle with modular parallel high-voltage batteries

Abstract

The present disclosure provides a "vehicle with modular parallel high-voltage batteries". A hybrid electric vehicle has battery packs connected in parallel to the vehicle, each of the battery packs including batteries connected in series, a single contactor, a battery pack controller that detects the battery voltage, and at least one controller connected to a bus contactor and the group. In response to a vehicle-on signal, the at least one controller closes the single battery pack contactor for at least one of the battery packs including a voltage-balanced battery. The bus contactor is then closed to deliver power to the vehicle and may include a pre-charge contactor that is closed before the open circuit voltage of the bus contactor decreases to a contactor voltage difference, and until the open circuit voltage of the bus contactor decreases to a contactor voltage difference. The battery pack controller is also configured to detect the voltage, current, and temperature of each battery, disconnect the single contactor, and adjust the charge state of the unbalanced battery until balanced relative to the other batteries.

Description

Technical Field

[0001] The present disclosure generally relates to systems and methods for controlling and utilizing modular and parallel high voltage batteries in electric vehicles. Background Art

[0002] Electric, plug-in, battery, all-electric, and mild hybrid electric vehicles (HEVs) have a powertrain that includes an internal combustion engine (CE), an electric machine or motor / generator (EM), a battery and other energy storage device (which is coupled to one or more controllers), and other components. Such batteries typically have dozens and hundreds of cells arranged in series with each other to produce the required output voltage, and include positive and negative bias contactors that must be closed to the vehicle bus to enable operation. However, if any single or multiple cells in the series are unbalanced within a voltage threshold relative to the other cells, the entire battery cannot be connected and closed to the vehicle bus. Instead, the battery must remain disconnected and cannot be used until the unbalanced cell is balanced with the other cells and / or the entire battery pack is replaced with a unit with balanced cells. Summary of the invention

[0003] A hybrid electric vehicle is disclosed having battery packs coupled in parallel with the vehicle. Each battery pack includes conventional series-connected cells but is configured with a battery pack controller and a single contactor, the battery pack controller being capable of sensing cell voltage and other capabilities. The vehicle also includes at least one vehicle controller coupled to the battery pack that is configured, among other capabilities, to operate a vehicle bus contactor to connect and disconnect the battery pack from the vehicle.

[0004] In response to the vehicle key-on signal, one or more vehicle controllers and / or battery pack controllers operate and close a single battery pack contactor for at least one of the battery packs having voltage balanced cells. The battery pack controller detects voltages of corresponding cells of the same battery pack and detects whether each of the cells is within a voltage threshold relative to each other, and also detects that the cells are voltage balanced when within the voltage threshold and are unbalanced otherwise.

[0005] When an unbalanced condition is detected, the battery pack controller rejects a close command from at least one vehicle controller such that the battery pack contactor remains open. When unbalanced, and when the battery pack contactor remains open, the battery pack controller is further configured to enable current to flow between the cells such that the unbalanced cell is balanced until within a voltage threshold relative to the remaining cells.

[0006] In addition, in response to the on signal, and at least one battery pack having balanced cells and closed battery pack contactors, at least one controller is also configured to close the vehicle bus contactor so that power is delivered to the vehicle. Also coupled to the vehicle contactor is a pre-charge contactor, which is closed by at least one controller before closing the bus contactor. The pre-charge contactor is commanded by at least one controller to remain closed so that the voltage between the terminals of the open bus contactor is reduced to the contactor voltage difference. Thereafter, at least one controller closes the vehicle bus contactor and opens the pre-charge contactor.

[0007] In other modifications, each battery pack controller is further configured to: in response to a detected voltage of any battery being unbalanced relative to the remaining batteries, reject a close command from at least one vehicle controller and open a single battery pack contactor; and adjust the state of charge of the unbalanced battery until it is balanced relative to the remaining batteries. The battery pack controller in the variants of the present disclosure is also configured to (a) detect the voltage, current, and temperature of each battery, (b) open a single contactor, and (c) adjust the state of charge of the unbalanced battery until it is balanced relative to the remaining batteries, among other capabilities. In these arrangements and additional adaptations, the battery pack controller is also configured to detect an out-of-range condition of one or more of the voltage, current, and temperature of each battery, and responsively open a single battery pack contactor.

[0008] The present disclosure also relates to a single battery pack contactor for each battery pack coupled to a negative terminal of the battery pack and a negative terminal of a vehicle power bus, and a bus contactor coupled to a positive terminal of the vehicle power bus. Additional variations include a second bus contactor coupled to a negative terminal of the vehicle power bus, a single battery pack contactor configured to be normally closed, and a bus contactor and a second bus contactor configured to be normally open.

[0009] Each of the contemplated arrangements of the present disclosure also includes a further modification wherein at least one controller is further configured to command another of the individual battery pack contactors to close for a corresponding battery pack having a cell that satisfies a voltage threshold. In a variation including a battery pack controller configured to open an individual battery pack contactor, when an unbalanced cell is detected, the battery pack controller is also modified to adjust the state of charge of the unbalanced cell according to the voltage threshold until it is balanced with the remaining cells. Once the cells are balanced, the battery pack controller is further configured to close the individual battery pack contactors for the corresponding battery pack so that the corresponding battery pack delivers power to the vehicle.

[0010] This overview of implementations and configurations of these vehicles and methods of operation describes several exemplary arrangements of embodiments of the present disclosure in less technically detailed variations and is described in greater detail below in the detailed description taken in conjunction with the accompanying description and illustrations and in the appended claims.

[0011] This summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used to help determine the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed herein may be implemented independently in various example implementations, or may be combined in other example configurations, as further described elsewhere herein, and as may be understood by those skilled in the art and knowledgeable in the relevant art by reference to the following description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a diagram of a hybrid electric vehicle and its systems, components, sensors, and methods of operation;

[0013] Figure 2 Shows Figure 1 additional aspects and capabilities of the vehicles and systems and methods of the invention, wherein certain components and features are added, removed, modified, and rearranged; and

[0014] Figure 3 Depicted Figure 1 and Figure 2 Variations of the vehicles and systems described herein wherein certain elements are added and removed for purposes of further explanation. DETAILED DESCRIPTION

[0015] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments and alternative arrangements thereof may take other various and optional forms. These figures include some features that may be enlarged or minimized to show or emphasize the details of certain components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for demonstrating and teaching those skilled in the art to adopt the embodiments of the present disclosure in various ways.

[0016] As will be understood by those of ordinary skill in the art, the various features, components, and processes shown and described with reference to any one of the accompanying drawings may be combined with the features, components, and processes shown in one or more other drawings to produce embodiments that are not explicitly shown or described that should be obvious and within the scope of knowledge to those of ordinary skill in the art. The combination of features shown herein is a representative embodiment of many typical applications. However, for a particular application or implementation, it may be necessary to make various combinations and modifications to these features according to the teachings of the present disclosure, and such combinations and modifications should be easily within the knowledge, skills, and abilities of the staff in the relevant technical field.

[0017] Reference will now be made to the various drawings and illustrations and Figure 1 and Figure 2 , and specifically Figure 1, which shows a schematic diagram of an electric, battery, plug-in, and / or HEV 100, and shows representative relationships between the components of the HEV 100. The physical placement and orientation of the components within the vehicle 100 may vary. The vehicle 100 includes a drivetrain 105 having a powertrain 110, which includes one or more of an internal combustion engine (CE, ICE) 115 and / or an electric motor or electric motor / generator / starter (EM) 120, which produces power and torque to propel the vehicle 100. Although the figures depict various components that appear to be physically adjacent, the figures are intended to be schematic representations only, and it is contemplated that the components may be arranged according to various other physical arrangements.

[0018] The engine 115 is a gasoline, diesel, biofuel, natural gas or alternative fuel powered engine or a fuel cell that produces output torque in addition to other forms of electrical, vacuum, pressure and hydraulic power through the front end engine accessories and accessory devices (FEAD) described elsewhere herein. The ICE or CE 115 is coupled to at least one of the electric machine or EM 120 with a disconnect clutch 125. When the disconnect clutch 125 is at least partially engaged, the CE 115 produces such power and the associated engine output torque for transmission to the EM 120.

[0019] The EM 120 may be any of a variety of types of electric machines, and may be, for example, a permanent magnet synchronous electric motor, a generator, and an engine starter. For example, when the disconnect clutch 125 is at least partially engaged, power and torque may be transmitted from the engine 115 to the EM 120 to enable operation as a generator, as well as to other components of the vehicle 100. Similarly, the EM 120 may operate as a starter for the engine 115, wherein the disconnect clutch 125 is partially or fully engaged to transmit power and torque to the CE 115 via the disconnect clutch drive shaft 130 to start the engine / ICE / CE 115 in a vehicle that includes or does not include an independent engine starter 135.

[0020] In additional variations, the EM 120 may also be an electric axle drive 123 configured as an electric front axle drive (EFAD) or an electric rear axle drive (ERAD) that is directly coupled to and / or coupled via a gearbox to the differential 152. Furthermore, in such an arrangement, the EFAD / ERAD 123 may be configured to operate independently of other EMs 120 and / or CEs 115 to enable selectable and differential control between associated wheels 154.

[0021] In addition, at least one EM 120, 123 can assist the engine 115 in a "hybrid electric mode" or "electric assist mode" by transmitting additional power and torque to rotate the drive shafts 130 and 140. Moreover, the EM 120, 123 can be operated in a pure electric mode, wherein the engine 115 is disconnected and turned off by the disconnect clutch 125, so that the EM 120, 123 can transmit positive or negative torque to the EM drive shaft 140. When in generator mode, the EM 120, 123 can also be commanded to generate negative torque and thereby generate electricity to charge the battery (and other energy storage devices) and power the vehicle electrical system while the engine or ICE 115 is generating propulsion power for the vehicle 100. The EM 120, 123 can also achieve regenerative braking by converting rotational energy from the deceleration powertrain 110 and / or wheels 154 into electrical energy to be stored in one or more batteries 170, 175, 180 and other energy storage devices (as described in detail below).

[0022] The disconnect clutch 125 can be disengaged to enable the engine 115 to be stopped or independently operated to provide power to engine accessories, while the EMs 120, 123 generate drive force and torque to propel the vehicle 100, and / or the EM drive shaft 140, the torque converter drive shaft 145, and the transmission output drive shaft 150. In other arrangements, both the engine 115 and the EMs 120, 123 can be operated with the disconnect clutch 125 fully or partially engaged to cooperatively propel the vehicle 100 through the drive shafts 130, 140, 150, the differential 152, and the wheels 154. Various configurations and utilizations of the EMs 120, 123 can be employed to achieve differential control and traction between the wheels 154.

[0023] The differential 152 can transmit approximately equal torque to each wheel 154 and can accommodate slight speed differences to enable the vehicle to turn and maneuver efficiently. Different types of differentials 152 or similar devices can be used to distribute equal and / or unequal torque of the powertrain 110 to the wheels 154 for rear-wheel drive, front-wheel drive, front-axle, rear-axle, and all-wheel drive vehicles and configurations. In some vehicles, the differential torque distribution can be controlled and changed to achieve a desired operating mode or state, in which each wheel 154 receives a different torque. Similarly, during regenerative braking mode, the EM 120, 123 can be configured to recapture mechanical energy from the wheel 154 to generate electrical energy to recharge one or more batteries 170, 175, 180.

[0024] For a powertrain 110 that includes multiple EM 120 configurations that are connected inline or otherwise, the drive shafts 130 of the engine 115 and the EM 120 can be a continuous single through-shaft (which is part of and integral with the EM drive shaft 140), or can be separate independent drive shafts 130 (which can be configured to rotate independently of the EM drive shaft 140). Figure 1 The schematic diagrams also contemplate alternative configurations with more than one engine 115 and / or EM 120, 123, which may be offset from the drive shaft 130, 140, and where one or more of the engine 115 and EM 120, 123 are positioned elsewhere in the driveline 105 in series and / or in parallel, such as between or as part of a torque converter and transmission, off-axis from the drive shaft, and / or elsewhere and in other arrangements. Other variations are contemplated without departing from the scope of the present disclosure.

[0025] The drivetrain 105 and the drivetrain 110 also include a torque converter (TC) 155 that couples the CE 115 and EM 120 of the drivetrain 110 with and / or to a transmission 160. The transmission 160 may be a multi-speed ratio, multiple and variable torque multiplier ratio, automatic and / or manual transmission or gearbox 160 with multiple selectable gears. The TC 155 may also incorporate a bypass clutch and a clutch lock 157, which may also operate as a launch clutch to enable further control and regulation of the power and torque transmitted from the drivetrain 110 to other components of the vehicle 100. In some variations, the transmission 160 may include the TC 155 and the bypass clutch 157 integral to the transmission or gearbox 160. In other contemplated variations, for purposes of further example and not limitation, the HEV 100 is configured as a power split vehicle such that the transmission 160 is configured as a power split transmission arrangement employed without a differential 152 and / or without a TC 155 to enable direct control of power transmitted to the wheels 154 and regenerative power recovered or captured from the wheels 154. See, e.g., U.S. Pat. Nos. 9,694,663 and 8,425,377, among others.

[0026] The powertrain 110 and / or drive train 105 also includes one or more inverter system controllers (ISC or ISC) 165, which are connected to various other system controllers and corresponding EMs 120, 123 and batteries 170, 175 and / or 180, any or each of which can be coordinated and independently adjusted, selected and operated. In some optional preferred arrangements, at least one EM 120 is respectively connected to a battery 170 and an ISC 165, and another EM 120 (e.g., EM 123) is respectively connected to a different and separate battery 175 and a different and separate ISC 167.

[0027] The high voltage batteries 170, 175 and / or the low voltage batteries 180 are configured as detachable modular battery packs 170, 175, 180 that are coupled in parallel to each other and to the vehicle power bus 190. For purposes of illustration, the vehicle power bus 190 is Figure 1 , and the related figures schematically have the related data buses and networks, as further described elsewhere herein. Each such battery pack 170, 175, 180 each includes internal batteries connected in series, as also described in more detail elsewhere herein.

[0028] Such vehicle power buses according to the present disclosure, including vehicle bus 190, can be understood by those familiar with the technology of the present disclosure and are described in more detail by many industry standards, including, among others, Society of Automotive Engineers International.TM., SAE J1654, High Voltage Main Cables, J1673, High Voltage Automotive Wiring Harness Assembly Design, J1715, Electric Vehicle Terminology, J1742, High Voltage On-Board Road Vehicle Electrical Wiring Harness Connections, J1772, Electric Vehicle Conductive Couplings, J1773, Electric Vehicle Inductive Couplings, J1797, Packaging of Electric Vehicle Battery Modules, and / or J2183, 60V and 600V Single Core Cables, etc., which are available from standards.sae.org.

[0029] Such vehicle power bus standards may also be contemplated based on standards available from the International Standards Organization, and include, for example, but not limited to, ISO 6469-1, Electric road vehicles - Safety specifications - Part 1: On-board electrical energy storage devices, and / or ISO 6469-2, Electric road vehicles - Safety specifications - Part 2: Functional safety devices and fault protection, etc., which are available from www.iso.org. In other examples, standards provided by Underwriters Laboratories may also be useful to technicians, including, for example, but not limited to, UL 1248, Engine generator assemblies for recreational vehicles, UL 458, Power converters and power converter / inverter systems for land vehicles and marine vessels, and / or UL 2202, Electric vehicle (EV) charging system equipment, etc., which are available from ulstandards.ul.com.

[0030] Depending on the intended vehicle configuration and application, one or more such batteries 170, 175 are and may be higher voltage DC batteries or batteries 170, 175 that operate in various ranges. In various examples shown herein for purposes of illustration and not limitation, such batteries may be configured to operate in a range of up to about 600 volts, and expected to be up to about 1,000 volts, and sometimes up to about 140 volts or 420 volts or higher, or lower, which are used to store power and power the EM 120 and other vehicle components and accessories. Other batteries may be low voltage DC batteries 180 operating in a range of about 6 to 24 volts and 48 volts or higher or lower, which are used to store power and power the starter 135 to start the CE 115, for such exemplary HEV 100 that may include a starter in certain adapted forms, and for powering other vehicle components and accessories during vehicle idle, stop, engine off, and electric motor / generator off states.

[0031] Although the batteries 170, 175, 180 described herein for purposes of example may be lead-acid, lithium-ion, nickel-metal hydride, and other chemistries known to those skilled in the art, many other energy storage devices contemplated herein are also suitable for the purposes of the present disclosure. For another example, such batteries 170, 175, 180 may store energy in cooperation with and / or may be completely replaced by ultracapacitors, flywheels, fuel cells, and multiple energy storage devices and related components and systems, which may be used individually and in combination and as supplemental and / or replacement devices for the envisioned energy storage purposes of the exemplary and illustrative chemical batteries.

[0032] In these arrangements, and for various HEVs 100 that may be configured as plug-in HEVs (PHEVs) and / or full HEVs (FHEVs), one or more of the batteries 170, 175 may be further configured to operate in a charge-maintaining and / or charge-depleting mode depending on the vehicle operating mode and the configuration of the particular battery. It will be appreciated by those skilled in the art that such exemplary, combined charge-maintaining and charge-depleting modes of operation are generally limited to such HEVs 100 configured with at least one PHEV-configured battery or batteries, as other types of such contemplated batteries are designed and / or preferred for non-PHEV operating modes, such as charge-maintaining or charge-depleting modes, but not both.

[0033] As another example, the batteries 170, 175 may be selected and configured to have an energy capacity of approximately one kilowatt-hour. This exemplary arrangement is for illustrative purposes, and as another example, an electric range or operating range of approximately 1 to 3 miles or so may be achieved when vehicle speeds are below approximately 30 miles per hour and vehicle acceleration is moderate. In this manner, the batteries 170, 175 may be used as "power batteries" in a FHEV, enabling relatively high discharge rates up to charge depletion and / or charge maintenance maximum discharge limit rates for relatively short durations and limited distances, speeds, and accelerations compared to other types of battery configurations and HEV operating modes.

[0034] In another example, at least one and / or another of the batteries is configured to operate in alternating and / or charge maintaining and charge depleting modes and in some applications as a battery and in other applications as an "energy cell" and PHEV battery. As another example, but not for purposes of limitation, these batteries have and / or may have an electrical energy range of approximately 2 to 10 kilowatt-hours, or more or less (depending on the vehicle configuration and intended application) or an electrical operating range of approximately 2 to 49 miles, or more or less. When used in combination with various controllers of such HEV 100 such as ISC 165, 167 and other components, for purposes of example and not limitation, these batteries may be used in HEV 100 of FHEV and PHEV configurations and may be used with various other such batteries 170, 175 to increase the flexibility of configuring and utilizing such HEV 100 and integrated components and systems.

[0035] The present disclosure further contemplates one or more and / or at least one battery configured with other variations and modifications to operate in a PHEV charge depletion mode as an energy battery having a relatively high energy storage capacity and time / distance utilization range, and having an energy capacity of approximately more than 10 kWh or thereabouts, and an electrical range or electrical operating range of more than about 50 miles or so, and may be adapted to have an energy capacity of approximately 10 to 30 kWh or more or less, and an electrical operating range of approximately 50 to 300 miles or more or less. Such an "energy battery" configuration may be used in charge depletion or / and maintenance modes.

[0036] The batteries 170, 175, 180 are coupled to the engine 115, EM 120, 123, ISC 165, 167, and other components, controllers, and systems of the vehicle 100 (e.g., Figure 1 The high voltage EM batteries 170, 175 are coupled together and / or to the EMs 120, 123 and ISCs 165, 167, respectively, through one or more of a motor control module (MCM), a battery power and / or electrical control module (BCM or BECM), and / or power electronics 185.

[0037] These components are cooperatively configured to condition direct current (DC) power provided by a high voltage (HV) battery 170, 175 for the EM 120, 123. The ISC 165, 167 and / or the MCM / BCM / BECM 185 are also configured to condition, invert, and convert the DC battery power to three-phase alternating current (AC), as typically required to power the motor or EM 120, 123. The MCM / BCM / BECM 185 and / or the ISC 165, 167 are also configured to charge one or more batteries 170, 175, 180 with power generated by the EM 120, 123 and / or FEAD components, and to power other vehicle components as needed.

[0038] The vehicle 100 may also incorporate one or more brakes 195 coupled to the wheels 154 and one or more of the various controllers contemplated herein. The brakes 195 and / or such controllers are operable to mechanically (e.g., frictionally) and / or electrically decelerate the wheels 154 and enable electrical regenerative braking that captures mechanical deceleration energy from the wheels 154 and, in cooperation with one or more of the ISC 165, 167, MCM / BECM 185, EM 120, 123, and possibly other controllers and components, enable the generation of electricity that is stored in and charges the HV batteries 170, 175 and other batteries 180 and other power storage components.

[0039] Continue to refer Figure 1 , the vehicle 100 also includes one or more controllers and computing modules and systems that enable various vehicle capabilities. For example, the vehicle 100 may incorporate a vehicle system controller (VSC) 200 and a vehicle computing system (VCS) and controller 205 that communicate with the ISC 165, 167, MCM / BECM 185 and other controllers and vehicle networks such as a controller area network (CAN) 210, as well as larger vehicle control systems and other vehicle networks including other microprocessor-based controllers as described elsewhere herein. In addition to communication links between controllers, sensors, actuators, and vehicle systems and components, the CAN 210 may also include a network controller.

[0040] In this article Figure 1 CAN 210 and related data networks and buses are generally schematically depicted in the and related figures, and for purposes of illustration and not limitation, are shown as dashed lines connecting the various described components to enable data communications throughout the vehicle 100 and its components, systems, and subsystems. Additionally, also for purposes of example and not limitation, the vehicle power bus 190 is also depicted as having a plurality of busses, such as Figure 1 and such dashed lines shown in the associated figures, which enable communication and delivery of power throughout the vehicle 100 and its systems, subsystems, and components.

[0041] A person knowledgeable in the relevant art of the present disclosure may be able to understand that, even though depicted using the same dashed lines in the figures, the vehicle 100 will generally include separate and independent physical wiring that enables such data and power communications about the vehicle 100. Such schematic and illustrative use of the same dashed lines for data, network and / or power lines in the figures is also intended to describe such separate and independent wiring and wiring harnesses of the vehicle 100, and also describes such exemplary configurations that may also utilize such wiring and wiring harnesses to transmit data and power in certain applications.

[0042] For purposes of example, those skilled in the art to which the present disclosure relates may sometimes incorporate and / or utilize various industry standards that enable such dual-purpose wiring and wiring harnesses configured for both power and data, including, for example, but not limited to, the IEEE (Institute of Electrical and Electronics Engineers) Power Line Communications Standard P1901, available at ieee.org, etc. IEEE P1901 contemplates power line communications within the vehicle 100, as well as off-board electric vehicle supply equipment (EVSE) such as charging stations and external networks.

[0043] Such a CAN 150 is known to those skilled in the art and is described in greater detail by various industry standards, including, among others, Society of Automotive Engineers™, (SAE) J1939, entitled “Serial Control and Communications Heavy Vehicle Network,” available from standards.sae.org, and automotive information standards available from the International Organization for Standardization (ISO) 11898, entitled “Road Vehicles - Controller Area Network (CAN),” and “ISO 11519, entitled “Road Vehicles - Low Speed ​​Serial Data Communications,” available from www.iso.org.

[0044] Although shown herein for exemplary purposes, as discrete individual controllers, the ISC 165, 167, MCM / BECM 185, VSC 200, and VCS 205 may control, be controlled by, transmit signals between, and communicate with other controllers and other sensors, actuators, signals, and components as part of a larger vehicle and control system and internal and external networks. The capabilities and configurations described in conjunction with any specific microprocessor-based controller contemplated herein may also be embodied in one or more other controllers and distributed across more than one controller, such that multiple controllers may implement any such capabilities and configurations individually, cooperatively, in combination, and collaboratively. Thus, the recitation of "controller," "at least one controller," "one or more controllers," and / or "controller" is intended to refer to such controllers in both the singular and plural connotations, and individually, collectively, and in various suitable collaborative, embedded, and distributed combinations.

[0045] In addition, communication through the network and CAN 210 is intended to include responding, sharing, transmitting and receiving commands, signals, data, control logic and information between the controller and sensors, actuators, controls and vehicle systems and components. The controller communicates with one or more controller-based input / output (I / O) interfaces, which can be implemented as a single integrated interface that enables communication of raw data and signals, and / or signal conditioning, processing and / or conversion, short circuit protection, circuit isolation and similar capabilities. Alternatively, one or more dedicated hardware or firmware devices, controllers and on-chip systems can be used to modify, convert, pre-condition and pre-process specific signals during communication and before and after transmitting the signals.

[0046] In further illustrations, the ISC 165, 167, MCM / BECM 185, VSC 200, VCS 205, CAN 210 and other controllers may include one or more microprocessors or central processing units (CPUs) that communicate with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include volatile and non-volatile storage devices in read-only memory (ROM), random access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is a persistent or non-volatile memory that can be used to store various commands, executable control logic and instructions, and codes, data, constants, and variables required to operate the vehicle and system when the vehicle and system and the controller and CPU are not powered on or powered off. The computer-readable storage device or medium can be implemented using any of many known memory devices, such as PROM (programmable read-only memory device), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combined memory device capable of storing data.

[0047] Follow again Figure 1 , the vehicle 100 may also include a VCS 205 to become a SYNC onboard vehicle computing system manufactured by Ford Motor Company (see, e.g., SmartDeviceLink.com, www.ford.com, U.S. Patent Nos. 9,080,668, 9,042,824, 9,092,309, 9,141,583, 9,141,583, 9,680,934, etc.). The vehicle 100 may also include a powertrain control unit / module (PCU / PCM) 215, which is coupled to the VSC 200 or another controller, and is coupled to the CAN 210 and the engine 115, EM 120, 123 and TC 155 to control each powertrain component. The transmission control unit may also be coupled to the VSC 200 and other controllers via the CAN 210, and is coupled to the transmission 160 and optionally also to the TC 155 to achieve operational control. An engine control module (ECM) or unit (ECU) or energy management system (EMS) 220 may also be included to communicate with the CAN 210 and to be coupled to the engine 115 and VSC 200 in cooperation with the PCU 215 and other controllers.

[0048] In this arrangement, the VSC 200 and VCS 205 cooperatively manage and control vehicle components and other controllers, sensors and actuators. For example, the controller can transmit control commands, logic and instructions, as well as codes, data, information and signals to and / or from the engine 115, the disconnect clutch 125, the EM 120, 123, the TC 155, the transmission 160, the ISC 165, 167, the battery 170, 175, 180 and the MCM 185, as well as other components and systems. The controller can also control and communicate with other vehicle components known to those skilled in the art (even if not shown in the figure). Figure 1 The embodiment of the vehicle 100 in FIG. 1 also depicts exemplary sensors and actuators in communication with the vehicle network and the CAN 210 , which may send and receive signals to and from the VSC 200 , the VCS 205 , and other controllers.

[0049] Figure 1 The embodiment of the vehicle 100 in FIG. 1 also depicts exemplary sensors and actuators in communication with the vehicle network and CAN 210, which may send and receive signals to and from the VSC 200, VCS 205, and other controllers. In other examples, the vehicle 100 may include an accelerator pedal position and motion sensor (APP) 225, a brake pedal position and motion sensor (BPP) 230, and other driver controls and vehicle profiles and performance parameters (VPP) 235, which may include autonomous and / or driver selectable vehicle performance preference profiles and parameters, and autonomous and / or driver selectable vehicle operating mode configurations and sensors, and associated profile parameters and settings.

[0050] Such VPP 235 and settings may be autonomous and / or driver selectable and may establish various preferred and / or predetermined vehicle performance features and operating modes, as described elsewhere herein. APP 225 may, for example, interface with various controllers, such as PCU / PCM 215, ECM / ECU 220, etc., to generate and / or implement such controllers to generate a torque demand signal (TDS) 240.

[0051] The BPP 230 may further be cooperatively coupled to and in communication with other systems, controllers, and sensors including, for example, the brake 195, and configured to generate and / or implement such a controller to generate a brake signal (BS) 245. Such a controller is and may be configured to respond to the BS 245 and adjust one or more and / or at least one of the EMs 120, 123 to recover and capture mechanical braking energy to generate negative torque therefrom, which is converted into electrical energy that is used to charge at least one and / or each of the individual batteries 170, 175 and / or 180 and / or other energy storage devices.

[0052] The vehicle 100 may also have a VCS 205 configured as and / or having one or more communication, navigation, and other sensors, as described with respect to the SYNC onboard vehicle computing system manufactured by Ford Motor Company and other similar systems described elsewhere herein. The VCS 205 may cooperate with the VSC 200 and other controllers to manage and control the vehicle 100 in response to sensor and communication signals identified, established, and received by these and similar vehicle systems and components.

[0053] The VCS 205 may cooperate with the VSC 200 and other controllers in parallel, series, and distributed fashion to manage and control the vehicle 100 in response to sensor and communication signals identified, generated, established, transmitted, and received by such vehicle systems and components. These parameters, profiles, and settings for these profiles may be driver selectable, adjustable, and viewable through a vehicle user interface of an onboard vehicle computing system (such as the aforementioned Ford SYNC system, which is part of, works in conjunction with, and / or is incorporated into the VCS 205), and other controllers and systems.

[0054] In conjunction with one or more controllers configured to manage such capabilities, the HEV 100 utilizes such sensors, parameters, and settings to implement performance control operating mode capabilities. For example, signals from the drive and various HEV components such as the MCM / BCM 185 and the APP 225 may require power from the CE 115 and / or the EM 120, 123, and may be embedded in the controller and / or cause the controller to generate the TDS 240. In addition to the TDS 240 and the BS 245, the controller may also generate various HEV control signals (CS) 250 and other signals (OS) 255, wherein any and / or all of such signals are utilized to transmit data to, between, and from various HEV components, sensors, systems, and controllers. In addition, the controller may embed information in and extract information from such signals, and may also communicate directly with other vehicle controllers, sensors, actuators, systems, and components to implement various communications and operations.

[0055] As another example, various other vehicle functions, actuators, and components may be controlled by controllers within the vehicle systems and components, and may receive signals from other controllers, sensors, and actuators, which may include, for purposes of illustration and not limitation, an AC generator or generator, EM 120, 123, ISC 165, 167, high and low voltage batteries 170, 175, 180, and various sensors for regenerative braking, battery charging or discharging, operating mode control signals, maximum charge, state of charge signals (SoC signals), battery and storage device charge and discharge power limits, charge power limits, discharge power limits, charge depletion and maintenance charge limits, temperature, voltage, current, differential and / or integrated current over time, battery pack cell voltage, powertrain torque command and sensed torque, and digital data and information embedded in such signals, and as described in more detail elsewhere herein.

[0056] Such as various Figure 1 , Figure 2 and Figure 3 As depicted in , and as described elsewhere herein, such control logic and executable instructions and signals and data may also include vehicle control or command signals received from and sent to vehicle controllers, components and systems. Such signals and commands may be generated by and transmitted from any vehicle controller, sensor, actuator, component and system. Other such controllers, sensors, actuators and components may also receive and respond to such signals. Any or all of these signals may be raw analog or digital signals, or pre-conditioned, pre-processed, combined and / or derived signals generated in response to other signals, and embedded information therein.

[0057] The communication and operation of the described signals and commands, control instructions and logic, and data and information by the various contemplated controllers, sensors, actuators, and other vehicle components may be as described. Figure 1 As shown and through Figure 2 The flowcharts and similar diagrams illustrated elsewhere in this document are schematically represented. Such flowcharts and diagrams illustrate exemplary command and control processes, control logic and instructions, and operating strategies, which can be implemented using one or more computing, communication and processing technologies, which can include real-time, event-driven, interrupt-driven, multi-tasking, multi-threaded technologies and combinations thereof.

[0058] The steps and functions shown may be performed in the sequence depicted, and in parallel, repeated, modified sequences, and in some cases, combined with other processes and omitted. The commands, control logic, and instructions may be executed in one or more of the described microprocessor-based controllers, and may be primarily embodied in hardware, software, virtualized hardware, firmware, virtualized firmware, and combinations thereof.

[0059] During operation of the vehicle 100, and with continued reference to Figure 1 and Figure 2 , the HEV 100 incorporates a controller, such as any and / or all of those controllers described elsewhere herein, which is coupled to the EM 120, 123, the ISC 165, 167, and / or the HV batteries 170, 175. The controller is configured to respond to the described signals, including, for example, the TDS 240, the BS 245, the CS 250, and / or the OS 255, among other signals, and detect various vehicle parameters and conditions, and adjust various operating modes of the HEV 100 and its various components and systems. In a specific example, the HEV 100 includes at least one of the EMs 120 and 123, each of which is coupled via a single vehicle power bus 190 and / or is coupled to the batteries 170, 175, respectively, such as Figure 1 As shown schematically in FIG.

[0060] Figure 1 Two such batteries and / or battery packs 170, 175 are shown in FIG. Figure 2 and Figure 3 As shown, the present disclosure relates to more than two such removable and replaceable battery packs 170, 175, so that up to "n" such battery packs 170, 175 are included in other arrangements of the present disclosure. Figure 2 Reference numerals 170, 175 shown in the figure represent, and each can be a battery pack 170 or 175. In variations of the present disclosure, the HEV 100 includes 2, 3, 4, 5 or more or less such removable and replaceable battery packs 170 or 175. In a modified configuration of the HEV 100 having 5 such battery packs 170 and 175, by way of example and not limitation, battery packs 1, 2, 3, 4 and 5 are included and positioned at various locations around the HEV 100, and are connected in parallel to the vehicle power bus 190. In the various figures, the terminals of the vehicle power bus 190, the battery packs 170, 175, and the terminals of the contactors and other components are labeled with positive and negative busses and terminals labeled with positive "+" and negative "-", respectively, which identify the polarity of the corresponding voltage for the purpose of additional explanation.

[0061] Each battery pack 170, 175 includes conventional series-connected cells 260 and also incorporates a battery pack controller 265, which is coupled to each cell 260 and configured to detect cell voltage, temperature, current, and other parameters that are used to generate a state of charge (SoC) for each battery pack 170, 175 and the cells 260 therein. Each of the cells 260 includes a positive terminal and a negative terminal connected in a series arrangement. In a variation of the present disclosure, each battery pack 170, 175 includes only a single normally open contactor 270 coupled to either the negative terminal 275 or the positive terminal 280 of the battery pack 170, 175.

[0062] As used herein, the phrase "normally open" refers to an open circuit state that does not conduct electricity. In contrast, "normally closed" refers to a contactor state that allows current to pass through the contactor. The battery packs 170, 175 utilize only a single contactor 270 to improve performance compared to existing battery packs that include multiple contactors. Compared to existing battery systems that incorporate multiple contactors and at least one contactor for each of the positive and negative terminals, the single contactor 270 reduces manufacturing costs and weight, and reduces energy consumption and heat generated.

[0063] In the past, up to three contactors, including positive, negative, and pre-charge contactors, have been used in each battery pack 170, 175, which triples energy consumption, heat generation, cost, weight, and slows the response time to bring the pack online, so that each contactor for each additional battery pack contactor may cost as much as an additional 50 to 100 milliseconds. Such contactors may weigh approximately 100 to 200 grams each, and each may waste enough energy to generate more than approximately 3.5 watts of waste heat during operation.

[0064] The battery packs 170, 175 are coupled to the vehicle power bus 190 through a switch housing 300 that incorporates a normally open vehicle bus contactor 305, a positive terminal block 310, and a negative terminal block 315. The positive and negative terminal blocks 310, 315 couple the battery packs 170, 175 together and to the vehicle bus contactor 305. The switch housing 300 also includes a variation that incorporates a normally open pre-charge contactor 320 and a current limiting device, such as a resistor or similar device 325. The pre-charge contactor 320 achieves limited current when closed so that the voltage of the vehicle bus contactor 305 when open is adjusted to be reduced to a contactor voltage difference (CVD) and / or zero so that when the vehicle bus contactor 305 is subsequently closed, possible current surges and / or arcing in the contactor 305 can be minimized or eliminated.

[0065] When the vehicle bus contactor 305 is disconnected, a potential or voltage may be generated and / or formed on the contactor 305, which may cause arcs and / or current surges when the vehicle bus contactor 305 is closed. Such arc discharges and surges may cause bad wear of the contactor 305, and may consume energy and generate heat. Reducing such arcs and surges can eliminate these unwanted events and extend the life of the contactor 305. Operating and closing the pre-charge contactor 320 before and before operating and closing the vehicle bus contactor 305 can be used to reduce the voltage difference on the vehicle bus contactor 305 to alleviate such possible arcs and surges. Commanding the pre-charge contactor 320 to remain closed until the voltage difference is reduced to CVD or zero, and then disconnecting it, enables such relief. In some configurations, the CVD may be less than about 5 volts, and / or less than about 10% of the vehicle operating voltage, less than about 5%, and / or less than about 1% of the operating voltage of the HEV 100.

[0066] One or more and / or at least one vehicle controller is coupled to the battery pack and configured to operate the vehicle bus contactor 305 to connect and disconnect the battery packs 170, 175 to the HEV 100. Such vehicle controllers include, for example but not limited to, the MCM / BCM / BECM 185, etc., which are configured to operate the pre-charge contactor 320 in response to other signals such as a switch-on signal (KOS) 330, and then operate the vehicle bus contactor 305. In response to such a KOS 330, the vehicle controller MCM / BCM / BECM 185 initiates a power-on sequence of the HEV 100 to achieve operation.

[0067] As shown in the figures, including Figure 2 Etc., for purposes of illustration, battery packs 1, 2 through battery pack number "n" are depicted (a symbolic, vertically oriented three-dot ellipsis represents battery packs 170, 175, up to the number "n"). Similarly, with respect to each battery pack having cells C1, C2 through C(n), a symbolic, vertically oriented three-dot ellipsis represents cell C3 up to the number "n". For an HEV 100 having an exemplary operating voltage between approximately 140 and 420 volts, and more specifically having a total operating voltage of, for example, 350 volts, each removable and replaceable battery pack 170 and 175 may be configured to include one hundred (100) series-connected cells 260, each having a fully charged voltage of 3.5 volts, which will be represented in the figure as cells C1 through C100.

[0068] In response to the vehicle KOS 330, one or more of the vehicle controller MCM / BCM / BECM 185 and / or the battery pack controller 265 operates a single battery pack contactor 270 for one or more and / or at least one of the battery packs 170, 175 having a voltage balanced cell 260. The battery pack controller 265 detects the voltage, SoC and other parameters of the same respective battery packs 170, 175 of the respective cells 260. More specifically, the battery pack controller 265 detects whether each of the cells 260 is balanced relative to each other and / or within a battery pack voltage threshold (PVT), such that the controller 265 further detects that the cells 260 are voltage balanced when each of them is within the PVT. When it is detected that the cells 260 are outside the PVT relative to each other, the battery pack controller 265 detects and identifies that the cells 260 are unbalanced.

[0069] As will be appreciated by those skilled in the art, various battery chemistries may have improved performance and life when operated in series if each cell 260 is within the contemplated PVT relative to the other cells in the corresponding individual battery packs 170, 175. In the example of a battery having a nominal fully charged operating voltage of about 3.5 volts, the PVT may be about 10% or about 0.35 volts or less. More preferably, the PVT may be less than about 5% or about 0.17 volts or so. Even more preferably, the PVT may be less than about 1% or about 0.035 volts or so.

[0070] The battery pack controller 265 can use these ranges of PVT to detect whether the cells 260 of the groups 170, 175 are balanced relative to each other at full charge and / or at a SoC below full charge, and can detect an unbalanced condition in other situations. When an unbalanced condition is detected, the battery pack controller 265 is configured to disconnect the groups 170, 175 and open the contactors 270.

[0071] The battery pack controller 265 is also configured to enable current to pass between the cells 260 so that the cells 260 can be balanced within the PVT and close the battery pack contactors 270 once a balanced state is achieved again. The controller 265 may include a passive resistive circuit coupled between the cells 260 and / or coupled thereto so that current can flow between the cells to achieve such balancing, and may also include active control circuits configured to transfer energy between the cells 260 to achieve such balancing. In other variations, the battery pack controller 265 may also be configured to receive power from the vehicle bus 190 so that one or more cells 260 can be recharged so that balancing can be enhanced to bring the cells 260 within the PVT relative to the other cells 260 within the group 170, 175.

[0072] In other modifications of the present disclosure, the battery pack controller 265 is also configured to, when an unbalanced state of the battery 260 is detected, reject a closing command from one or more and / or at least one vehicle controller MCM / BCM / BECM 185, so that the battery pack contactor 270 remains open or is commanded to open, disconnecting the battery packs 170, 175 until the battery 260 is balanced.

[0073] In a modified adaptation of the present disclosure, the battery pack controller 265 is further configured to open the individual battery pack contactors 270 in response to detecting an out-of-range condition of one or more of the voltage, current, and temperature of one or more cells 260. The present disclosure is also directed to modifications wherein at least one controller, such as the battery pack controller 265, is configured to command another of the individual battery pack contactors 270 to close for a respective battery pack 170, 175 having cells 260 that meet the pack voltage threshold and / or are within range thereof.

[0074] In another exemplary variation, and also with reference to Figure 2 , the present disclosure contemplates a single battery pack contactor 270 coupled to the negative terminal 275 of the respective battery pack 170, 175 and the negative terminal of the vehicle power bus 190; and a vehicle bus contactor 305 coupled to the positive terminal of the vehicle power bus 190. Also refer to Figure 3 , an additional modification of the present disclosure includes a second normally open vehicle bus contactor 335 coupled to the negative terminal of the vehicle power bus 190. Figure 3 Depicted as an additional example of a variation of the present disclosure, a normally closed single battery pack contactor 340 is shown coupled to the negative side vehicle power bus 190 and the negative terminal of the respective battery pack 170 , 175 , which enables further operational flexibility for certain configurations of the HEV 100 .

[0075] The description herein refers to systems, methods, components, elements, nodes, or features that are "in communication" and / or "coupled" together. As used herein, unless expressly stated otherwise, the use of these terms and expressions is intended to and must be understood to mean that one system / method / sensor / actuator / component / element / module / feature is directly or indirectly coupled, connected to, and / or in communication with another, either electronically, mechanically, or both, and in some similar manner that enables cooperative operation and exchange and interchange of data and information.

[0076] Furthermore, even though the various described implementations, diagrams, illustrations, and drawings depict representative examples and arrangements of components, elements, devices, and features, many different additional variations, arrangements, modifications, and intermediate components, elements, devices, and features may be present in yet further exemplary implementations contemplated by the present disclosure.

[0077] Unless expressly stated otherwise, the terms, words and phrases used in this document and variations thereof must be interpreted as open ended and not limiting. For example, the term "including" should be understood to mean "including but not limited to" or similar meanings; the term "example" is used to loosely describe illustrative examples of the items described, but not an exhaustive, exclusive or limiting list; adjectives such as "conventional", "traditional", "normal", "standard", "known", and terms of similar meaning should not be interpreted as limiting the description to the given examples, or to exemplary items available on the market at a specific date and time period.

[0078] On the contrary, these descriptions are intended to be understood as including conventional, traditional, normal or standard technology that may be obtained at any time now and in the future in some form of improvement and modification in light of the innovations described in this disclosure. Similarly, the use of the conjunction "and" or the antonymous conjunction "or" to describe and connect a group of words must be understood only as an exemplary and representative rather than an exclusive group, and must not be understood as requiring that only one or every one of those described items must appear or must not appear in the envisioned group. Instead, the use of these conjunctions and antonymous conjunctions must be understood to mean "and / or" unless expressly stated otherwise.

[0079] Similarly, a group of words associated with the conjunction "or" should not be understood to require mutual exclusivity between the group, but must also be understood to mean "and / or", unless otherwise expressly stated. In addition, although the words, items, elements, or components of the present disclosure are described or claimed in the singular, the plural form is also intended and contemplated to be included within the scope of this specification unless it is expressly stated that only the singular is required. In some cases, the presence or absence of expanded words and phrases, such as "one or more", "at least", "but not limited to", or other similar phrases are intended to be interpreted as considering a broader meaning, but shall not be understood to mean that a narrower meaning is implied, expected, or required.

[0080] According to the present invention, a vehicle is provided having vehicle bus contactors connected in parallel with battery packs, each of which includes a single contactor connected to batteries connected in series; and at least one controller, which is responsive to a turn-on signal and connected to the group, and is configured to command: the single group contactor to close for a battery pack with balanced cells, and the bus contactor to close after the group contactor so that power is delivered to the vehicle.

[0081] According to one embodiment, the vehicle bus contactor is coupled to a pre-charging contactor; and the at least one controller is further configured to: command the pre-charging contactor to close before the vehicle bus contactor closes, and until the open circuit voltage of the bus contactor drops to a contactor voltage difference.

[0082] According to one embodiment, the above invention is also characterized in that each battery pack is incorporated with a battery pack controller, and the battery pack controller is configured to: detect the voltage of the battery; in response to the detected voltage of any battery being unbalanced relative to the remaining batteries, reject the closing command and disconnect the single group contactor; and adjust the charging state of the unbalanced battery according to the group voltage threshold until it is balanced with the remaining batteries.

[0083] According to one embodiment, the above invention is also characterized in that each battery pack incorporates a single-group battery pack controller, which is configured to: detect the voltage, current and temperature of each battery; and disconnect the contactor in response to detecting that one or more of the voltage, current and temperature are out of range.

[0084] According to one embodiment, the single pack contactor is coupled to a negative terminal of the battery pack and to a negative terminal of a vehicle power bus; and the bus contactor is coupled to a positive terminal of the vehicle power bus.

[0085] According to one embodiment, the single pack contactor is coupled to a negative terminal of the battery pack; the bus contactor is coupled to a positive terminal of the vehicle power bus; and a second bus contactor is coupled between the single pack contactor and the negative terminal of the vehicle power bus.

[0086] According to one embodiment, the single group contactor is configured to be normally closed; the bus contactor and the second bus contactor are configured to be normally open; and each battery pack incorporates a battery pack controller, which is configured to: detect the voltage, current and temperature of each battery, and disconnect the single group contactor in response to detecting that one or more of the voltage, current and temperature are out of range.

[0087] According to one embodiment, the at least one controller is further configured to command closing of another of the single pack contactors for respective battery packs having cells satisfying a pack voltage threshold such that they are balanced relative to each other.

[0088] According to one embodiment, the above invention is also characterized in that each battery pack incorporates a battery pack controller, which is configured to: detect the voltage, current and temperature of the battery; and disconnect the single group contactor in response to detecting that one or more of the voltage, current and temperature are out of range.

[0089] According to one embodiment, the at least one controller is also configured to: disconnect the single group contactor in response to a detected voltage imbalance of any battery of the corresponding battery group relative to the remaining batteries; adjust the charge state of the unbalanced battery according to the group voltage threshold until it is balanced with the remaining batteries; and close the single group contactor for the corresponding battery group.

[0090] According to the present invention, a vehicle is provided, which has a vehicle bus contactor connected in parallel with battery groups, each of which includes a single contactor connected to batteries connected in series and a controller configured to detect the battery voltage; and at least one controller, which is connected to the group and is configured to command, in response to a turn-on signal: the single group contactor is closed for use in a group with voltage-balanced batteries, and the bus contactor is closed to deliver power to the vehicle.

[0091] According to one embodiment, the vehicle bus contactor is coupled to a pre-charging contactor; and the at least one controller is further configured to: command the pre-charging contactor to close before the bus contactor closes, and until the open circuit voltage of the bus contactor drops to a contactor voltage difference.

[0092] According to one embodiment, the single group contactor is configured to be normally closed; the second bus contactor and the vehicle bus contactor are configured to be normally open; and the battery pack controller is further configured to: detect the current and temperature of each battery, and disconnect the single group contactor in response to detecting that one or more of the voltage, current and temperature are out of range.

[0093] According to one embodiment, the battery pack controller is further configured to: reject the closing command and open the single pack contactor in response to the detected voltage of any battery being unbalanced relative to the remaining batteries; and adjust the charge state of the unbalanced battery according to a pack voltage threshold until it is balanced relative to the remaining batteries.

[0094] According to one embodiment, the battery pack controller is further configured to: disconnect the single group contactor in response to a detected imbalance in voltage of a battery of the corresponding battery pack relative to other batteries; adjust the charge state of the unbalanced battery according to a group voltage threshold until it is balanced with the remaining batteries; and close the single group contactor for the corresponding battery pack.

[0095] According to the present invention, a method for controlling a vehicle includes, by at least one controller, communicating with a bus contactor connected in parallel to a battery pack and a pack controller configured to detect battery voltage, the battery pack having a single contactor connected to batteries connected in series; and in response to a turn-on signal: closing the single contactor to the bus contactor for a pack having balanced batteries, and then closing the bus contactor to deliver power to the vehicle.

[0096] According to one embodiment, the bus contactor is also coupled to a pre-charging contactor; and by at least one controller, the pre-charging contactor is commanded to close before closing the bus contactor, and until the open circuit voltage of the bus contactor drops to the contactor voltage difference.

[0097] According to one embodiment, the single group contactor is configured to be normally closed; the second bus contactor and the bus contactor are configured to be normally open; and through the battery pack controller: the voltage, current and temperature of each battery are detected, and in response to detecting that one or more of the voltage, current and temperature are out of range, the single group contactor is disconnected.

[0098] According to one embodiment, the battery pack controller: detects the voltage of the battery; in response to the detected voltage of any battery being unbalanced relative to the remaining batteries, rejects the closing command and opens the single group contactor; adjusts the charge state of the unbalanced battery according to a group voltage threshold until it is balanced with the remaining batteries; and closes the single group contactor after the battery is balanced.

[0099] According to one embodiment, the battery pack controller: in response to detecting that the voltage of any battery of the corresponding battery pack is unbalanced relative to the remaining batteries, disconnects the single group contactor; adjusts the charge state of the unbalanced battery according to a group voltage threshold until it is balanced with the remaining batteries; and closes the single group contactor for the corresponding battery pack.

Claims

1. A vehicle comprising: a vehicle bus contactor connected to a plurality of battery packs, the plurality of battery packs each including a single pack contactor connected to the series connected cells; as well as At least one controller, responsive to the power-on signal and connected to the plurality of battery packs, configured to command: For a battery pack having balanced cells, closing a single pack contactor in the battery pack having balanced cells; and The vehicle bus contactor is closed after the individual group contactors in the battery pack with balanced cells are closed, so that electric power is delivered to the vehicle.

2. The vehicle of claim 1, wherein: The vehicle bus contactor is connected to the pre-charge contactor; and The at least one controller is further configured to: The pre-charge contactor is commanded to close before the vehicle bus contactor closes until an open circuit voltage of the vehicle bus contactor decreases to a contactor voltage difference.

3. The vehicle of claim 1, wherein: Each battery pack incorporates a battery pack controller configured to: detecting the voltage of the battery; In response to a detected voltage of any cell being unbalanced relative to the remaining cells, rejecting a close command and opening a single pack contactor in the battery pack having the unbalanced cell; and The state of charge of the unbalanced battery is adjusted according to the group voltage threshold until it is balanced with the remaining batteries.

4. The vehicle of claim 1, wherein: Each battery pack incorporates a battery pack controller configured to: Detect the voltage, current and temperature of each battery; as well as A single pack contactor in a battery pack having unbalanced cells is opened in response to detecting an out-of-range condition for one or more of the voltage, current, and temperature.

5. The vehicle of claim 1, wherein: The single pack contactor is connected to a negative terminal of the battery pack and a negative terminal of a vehicle power bus; and The vehicle bus contactor is connected to a positive terminal of the vehicle power bus.

6. The vehicle of claim 1, wherein: The single pack contactor is connected to a negative terminal of the battery pack; The vehicle bus contactor is connected to the positive terminal of the vehicle power bus; as well as A second bus contactor is connected between the single group contactor and a negative terminal of the vehicle power bus.

7. The vehicle of claim 6, wherein: The single group contactor is configured to be normally closed; The vehicle bus contactor and the second bus contactor are configured to be normally open; as well as Each battery pack incorporates a battery pack controller configured to: Detect the voltage, current and temperature of each battery; as well as A single pack contactor in a battery pack having unbalanced cells is opened in response to detecting an out-of-range condition for one or more of the voltage, current, and temperature.

8. The vehicle of claim 1, wherein: The at least one controller is also configured to, for a corresponding plurality of battery packs having cells that satisfy a pack voltage threshold, command closure of a single pack contactor in each of the corresponding plurality of battery packs such that the corresponding plurality of battery packs are balanced relative to each other.

9. The vehicle of claim 8, wherein: Each battery pack incorporates a battery pack controller configured to: detecting the voltage, current and temperature of the battery; as well as A single pack contactor in a battery pack having unbalanced cells is opened in response to detecting an out-of-range condition for one or more of the voltage, current, and temperature.

10. The vehicle of claim 8, wherein: The at least one controller is further configured to: responsive to a detected voltage imbalance of any cell of a corresponding battery pack relative to the remaining cells, opening a single pack contactor in the corresponding battery pack; Adjusting the state of charge of the unbalanced battery according to the group voltage threshold until the unbalanced battery is balanced with the remaining batteries; as well as For the respective battery pack, a single pack contactor in the respective battery pack is closed.

11. A vehicle comprising: a vehicle bus contactor connected to a plurality of battery packs, the plurality of battery packs each including a single pack contactor connected to the series connected cells and a battery pack controller configured to detect the cell voltage; as well as At least one controller, connected to the plurality of battery packs and responsive to the switch-on signal, configured to command: For a battery pack having voltage-balanced cells, closing a single pack contactor in the battery pack having voltage-balanced cells; and The vehicle bus contactor is closed to deliver power to the vehicle.

12. The vehicle of claim 11, wherein: The vehicle bus contactor is connected to the pre-charge contactor; and The at least one controller is further configured to: The pre-charge contactor is commanded to close before the vehicle bus contactor closes until an open circuit voltage of the vehicle bus contactor decreases to a contactor voltage difference.

13. The vehicle of claim 11, wherein: The single group contactor is configured to be normally closed; The second bus contactor and the vehicle bus contactor are configured to be normally open; and The battery pack controller is also configured as: Detect the current and temperature of each battery; as well as A single pack contactor in a battery pack having unbalanced cells is opened in response to detecting an out-of-range condition for one or more of the voltage, current, and temperature.

14. The vehicle of claim 11, wherein: The battery pack controller is also configured as: In response to a detected voltage of any cell being unbalanced relative to the remaining cells, rejecting a close command and opening a single pack contactor in the battery pack having the unbalanced cell; and The state of charge of the unbalanced cell is adjusted according to the pack voltage threshold until it is balanced relative to the remaining cells.

15. A method of controlling a vehicle, comprising: By at least one controller, in communication with a bus contactor connected to a plurality of battery packs, each having a single pack contactor connected to the series-connected cells, and a pack controller configured to detect cell voltages; and In response to the switch-on signal: For a battery pack with balanced cells, a single pack contactor in the battery pack with balanced cells is closed, and then the bus contactor is closed to deliver power to the vehicle.

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