Fast Battery Disconnect System for High-Current Circuits

Abstract

This document provides a circuit protection system that minimizes the circuit interruption time while protecting other electronic components. Some configurations include a set of parallel circuit interruption devices, each of which is connected in series with a corresponding fuse. A control device sets the state of the circuit interruption devices based on the current in the circuit. At a specific current load, the circuit is interrupted without causing the fuse to blow. At other current loads, the circuit is interrupted by blowing one or more fuses.

Description

[0001] Cross - reference to related applications

[0002] This disclosure claims the benefit of U.S. Provisional Application No. 62 / 760,858, filed on Nov. 13, 2018, which is hereby incorporated by reference in its entirety.

[0003] Introduction

[0004] Electric vehicles typically include a high - power battery connected to a load, such as an electric drive unit. The voltage between the terminals of such a battery can exceed 300V, where the operating current exceeds 500A. Because a short - circuit between the terminals can pose a danger to the occupants of the electric vehicle and / or damage components of the vehicle, conventional electric vehicles include a fuse in series with the battery and the load to interrupt the short - circuit. Typically, the rated current capacity of the fuse is selected based on the maximum expected operating current of the electric vehicle. Due to the thermal, non - linear nature of conventional fuses, as the rated current capacity of the fuse increases, the amount of time required for the fuse to interrupt the circuit also increases. Thus, conventional fuses may not be able to interrupt the circuit quickly enough to prevent damage to the circuit. Summary of the invention

[0005] In some embodiments, a battery system is provided. The battery system includes two fuses, two contactors, and one or more battery cells. The two fuses, the two contactors, and the one or more battery cells each include two terminals. A first terminal of the one or more battery cells is electrically coupled in parallel to a first electrical terminal of the first fuse and the second fuse. A second terminal of the first fuse is electrically coupled to a first terminal of the first contactor, and a second terminal of the second fuse is electrically coupled to a first terminal of the second contactor. A second terminal of the first contactor and a second terminal of the second contactor are electrically coupled in parallel (e.g., via a bus bar). Each of the first fuse and the second fuse includes a locally minimum cross - sectional area that is configured to melt at a predetermined current, thereby interrupting the circuit when the current is exceeded.

[0006] In some embodiments, the battery system further includes a contactor control module configured to set at least one of an open state and a closed state of a first contactor and a second contactor. In such embodiments, the contactor control module can control the states of the first contactor and the second contactor via control terminals of the respective contactors. In some embodiments, the contactor control module is configured to set one of the first contactor and the second contactor to an open state based on detecting a current within a predetermined ampere range. In such embodiments, the predetermined ampere range can be within 2,400 amperes to 5,000 amperes. In some embodiments, the contactor control module is configured to keep both the first contactor and the second contactor in a closed state based on detecting a current greater than a predetermined ampere number. For example, in such embodiments, the predetermined ampere range can be at least 5,000 amperes.

[0007] In some embodiments, the battery system is located in an electric vehicle. In such embodiments, the contactor control module is further configured to detect a vehicle fault condition. In response to detecting a vehicle fault condition, the contactor control module sets the first contactor to an open state and sets the second contactor to a closed state. When there is a vehicle fault condition, the electric vehicle can operate in a reduced performance mode.

[0008] In some embodiments, a bus bar electrically coupling second terminals of the first contactor and the second contactor provides switched power to the electric vehicle. In some embodiments, a third contactor is electrically coupled to the bus bar via a first contactor terminal. The second contactor terminal is electrically coupled to a charging port.

[0009] In some embodiments, each contactor terminal of first contactor terminals of a fourth contactor and a fifth contactor is electrically coupled in parallel (e.g., via a bus bar) to a second battery module terminal (e.g., a negatively charged terminal). The bus bar can be electrically coupled in parallel to second contactor terminals of the fourth contactor and the fifth contactor and can provide switched power to the electric vehicle.

[0010] In some embodiments, a first battery module terminal is electrically coupled to positive terminals of one or more battery cells, and a second battery module terminal is electrically coupled to negative terminals of one or more battery cells. The first battery module terminal and the second battery module terminal can be non-switched terminals. In some embodiments, the voltage between the first battery module terminal and the second battery module terminal is greater than 300 volts. The maximum operating current of the battery system can be between 1,000 amperes and 2,500 amperes. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The present disclosure in accordance with one or more various embodiments is described in detail with reference to the following figures. The figures are provided for illustrative purposes only and show typical or exemplary embodiments. These figures are provided to facilitate understanding of the concepts disclosed herein and should not be considered as limiting the breadth, scope, or applicability of these concepts. It should be noted that the figures are not necessarily drawn to scale for clarity and ease of illustration.

[0012] Figure 1 An exemplary configuration of a contactor, a fuse, and a battery cell in accordance with some embodiments of the present disclosure is shown;

[0013] Figure 2 Another exemplary configuration of a contactor, a fuse, and a battery cell in accordance with some embodiments of the present disclosure is shown;

[0014] Figure 3 An illustrative contactor and fuse arranged in accordance with some embodiments of the present disclosure are shown; and

[0015] Figure 4 An exemplary contactor control configuration in accordance with some embodiments of the present disclosure is shown. DETAILED DESCRIPTION

[0016] With the advancement of battery technology, both the voltage and operating current of electric vehicle battery modules have increased. A short circuit between the high-power battery module terminals of an electric vehicle can pose a danger to vehicle occupants and / or damage vehicle components. To protect the occupants and electronic components, electric vehicles include a battery disconnect component, typically a fuse, that is configured to disconnect power from the battery during an overcurrent event. Typically, the rated current capacity of the fuse is selected based on the maximum expected operating current of the electric vehicle. Due to the thermal, non-linear nature of conventional fuses, as the rated current capacity of the fuse increases, the amount of time required for the fuse to interrupt the circuit also increases. Since the damage caused by a short circuit event can be proportional to the duration of the event, the increased interruption time can result in damage to the electric vehicle that could otherwise be prevented by a faster disconnect.

[0017] The present disclosure relates to a system for quickly disconnecting a battery pack from a circuit when the circuit is experiencing an overcurrent event. For example, a circuit (such as a circuit in an electric vehicle) may include a high-power battery pack connected to a plurality of electronic devices (such as one or more motors, controllers, air conditioning systems, lighting circuits, infotainment systems, etc.), where a wiring harness electrically couples the various electronic devices to the battery. If one or more components in the circuit experience an electrical fault (e.g., a short circuit in the wiring harness caused by a vehicle collision or a fault in one of the electronic devices), the battery disconnect system described herein can quickly disconnect the battery from the circuit to prevent or reduce the amount of damage to the circuit components due to the electrical fault.

[0018] Figure 1 An exemplary configuration of a contactor, a fuse, and a battery cell is shown in accordance with some embodiments of the present disclosure. Configuration 100 shows contactors 104A, 104B, and 110, a contactor control module 102, fuses 106A and 106B, and a battery module 108, which are arranged to reduce the amount of time required to disconnect the battery from the load at various circuit currents. The exemplary system shown in Configuration 100 includes at least two parallel fuse paths (e.g., a first path formed by contactor 104A and fuse 106A and a second path formed by contactor 104B and fuse 106B) connected to a battery terminal (e.g., a battery terminal of battery module 108). The parallel paths are formed by electrically coupling (e.g., via a busbar) a first fuse terminal of fuse 106A and a first fuse terminal of fuse 106B to a first battery terminal (e.g., a positively charged terminal) of battery module 108.

[0019] In some embodiments, battery module 108 includes a plurality of battery cells connected in series and parallel, and the plurality of battery cells have a total electrical potential of more than 300 volts. In some embodiments, the total circuit current provided by battery module 108 can vary between 600 amperes and 1,000 amperes. Since the current is approximately equally split across the parallel fuse paths (e.g., the first path formed by contactor 104A and fuse 106A and the second path formed by contactor 104B and fuse 106B), the rated current of each fuse is selected such that the rated current is less than the maximum required operating circuit current (e.g., 600 amperes to 1,000 amperes). For example, in Figure 1In the dual fuse configuration shown, each of the fuses 106A and 106B can be selected to have a rated current of approximately half (e.g., 300 amperes to 500 amperes) of the maximum operating circuit current required (e.g., 600 amperes to 1,000 amperes). Due to the thermal characteristics of conventional fuses, the interrupt time of each of the fuses 106A and 106B in the dual fuse configuration (e.g., a fuse having a rated current of approximately 300 amperes to 500 amperes) is significantly lower than that of a conventional fuse having twice the rated current (e.g., a fuse having a rated current between 600 amperes and 1,000 amperes). Thus, in an overcurrent event exceeding 1,000 amperes, the 500 - ampere dual fuse will interrupt the circuit faster than a 1,000 - ampere single fuse.

[0020] Each fuse - parallel path in the fuse - parallel paths includes a respective contactor connected in series to the fuse. For example, the first contactor terminal of contactor 104A is serially electrically coupled to the second fuse terminal of fuse 106A, and the first contactor terminal of contactor 104B is electrically coupled to the second fuse terminal of fuse 106B. The respective second contactor terminals of contactor 104A and contactor 104B can be electrically coupled in parallel (e.g., via a bus bar) to a load (e.g., the positive terminal of the load).

[0021] In some embodiments, a second set of contactors is electrically coupled to the load and the battery module. For example, the first contactor terminal of each of the contactors 110 can be electrically coupled (e.g., via a bus bar) to the second terminal (e.g., the negatively charged terminal) of the battery module 108. The second contactor terminal of each of the contactors 110 can be electrically coupled in parallel to the load (e.g., the negative terminal of the load).

[0022] In some embodiments, each of the contactors 104A, 104B, and 110 can be configured to electrically couple or decouple the circuit from the battery terminals (e.g., based on a signal received from the contactor control module 102). Each of the contactors (e.g., contactors 104A, 104B, and 110) has a respective maximum interrupt current and can safely couple and decouple the circuit at a load less than the maximum interrupt current. If the load exceeds the maximum interrupt current, the contactor may be damaged when decoupling occurs. In some embodiments, each contactor (e.g., contactors 104A, 104B, and 110) includes a contactor control terminal electrically coupled to the contactor control module 102. In such embodiments, the contactor control module 102 controls the open and closed states of the contactor.

[0023] In some embodiments, if the battery system detects an overcurrent event in the circuit that is less than the maximum interrupt current of each contactor, the contactor control module 102 may cause contactors 104A, 104B, and 110 to open, thereby quickly decoupling the circuit from the battery without blowing the fuse. In some embodiments, in response to detecting an overcurrent event below the maximum interrupt current of each contactor, the contactor control module may instruct either contactor 110 or one of contactors 104A and 104B to open, thereby decoupling either the first battery terminal or the second battery terminal of the battery module 108 from the circuit.

[0024] In some embodiments, if the battery system detects an overcurrent event in the circuit that is greater than the maximum interrupt current of each contactor but less than twice the maximum interrupt current, the system may decouple one parallel path (e.g., the parallel path formed by contactors 104A and 106A) from the battery terminal, thereby causing the fuse (e.g., fuse 106B) in the second parallel path to exceed its rated current and blow the fuse, thus disconnecting the circuit. In some embodiments, the rated current of the fuse may be selected to be similar to the maximum interrupt current of the contactor. Due to the smaller rated current of the fuse (compared to a fuse that requires twice the rated current), the system is able to blow one of the parallel fuses faster than a single fuse that requires twice the interrupt current. Since the damage caused by a short circuit event is proportional to the duration of the event, the reduction in the interruption time may result in less damage to the circuit. However, since the overcurrent event in the circuit exceeds the maximum interrupt current of the contactor (e.g., contactor 104A), the contactor will be damaged during decoupling. In some embodiments, when the battery system is in an electric vehicle, the battery system will maintain a record indicating that one of the contactors is damaged and will notify the operator of the electric vehicle. In some embodiments, the electric vehicle will operate in a low power mode (e.g., half of the normal operating current). When the damaged component is replaced, the system will resume normal operation.

[0025] In some embodiments, if the battery system detects an overcurrent event greater than twice the maximum interrupt current, the battery system holds contactors 104A, 104B, and 110 in the closed state via the contactor control module 102, thereby causing fuses 106A and 106B in the parallel paths to blow (e.g., because the rated current of the fuse is selected to be less than or equal to the maximum interrupt current of the contactor).

[0026] Although the blowing of the parallel paths has been discussed in connection with the connection to the positive terminal of the battery, the blowing of the parallel paths may alternatively be connected to the negative terminal of the battery. In some embodiments, a first set of parallel paths may be connected to the positive terminal of the battery, and a second parallel path may be connected to the negative terminal of the battery.

[0027] Figure 2 Shows additional exemplary configurations of a contactor, a fuse, and a battery cell according to some embodiments of the present disclosure. In some embodiments, with respect to Figure 1 the contactors described (e.g., contactors 104A, 104B, and 110), fuses (e.g., fuses 106A and 106B), contactor control modules (e.g., contactor control module 102), and battery modules (e.g., battery module 108) are electrically equivalent to Figure 2 the corresponding components shown. In configuration 200, the fused parallel path is connected to the negative terminal of the battery module, rather than to the positive terminal of the battery module as in configuration 100. The first terminal of the first fuse (e.g., fuse 206A) and the second terminal of the second fuse (e.g., fuse 206B) are electrically coupled in parallel to the negative terminal of the battery (e.g., battery module 208).

[0028] The battery module 208 may include a plurality of battery cells connected in series and parallel, and the plurality of battery cells have a total potential of more than 300 volts between the most positive terminal of the battery module and the most negative terminal of the battery module. The second terminal of the first fuse (e.g., fuse 206A) is electrically coupled to the first terminal of the first contactor (e.g., contactor 210A). The second terminal of the second fuse (e.g., fuse 206B) is electrically coupled to the first terminal of the second contactor (e.g., contactor 210B). The second terminals of the first contactor and the second contactor are electrically coupled in parallel. In some embodiments, the second terminals of the first contactor and the second contactor are electrically coupled in parallel to a bus bar that supplies switched power to an electric vehicle. In some embodiments, the bus bar is electrically coupled to a third contactor that is configured to control the charging circuit of the battery (discussed further below with respect to Figure 3 ).

[0029] A second unfused parallel path is connected to the positive terminal of the battery module 208. The corresponding first contactor terminals of the contactor 204 are electrically coupled in parallel (e.g., via a bus bar) to the positively charged terminal of the battery 208. Although configuration 200 shows two contactors (e.g., contactor 204) in the second parallel path, one or more contactors may be used without departing from the scope of the present disclosure. The corresponding second contactor terminals of each contactor may be electrically coupled in parallel (e.g., via a bus bar). In some embodiments, the second contactor terminals are electrically coupled to a load and / or a third contactor that is configured to control the charging circuit of the battery.

[0030] While configurations 100 and 200 show a fuse parallel path having terminals of a fuse electrically coupled in series with a contactor to a battery, the order of the fuse and the contactor in series may be changed without departing from the scope of the present disclosure. For example, a first contactor terminal of a first contactor (e.g., contactor 104A or contactor 210A) may be electrically coupled to the positive terminal of a battery module (e.g., battery module 108 or 208). A second contactor terminal of the first contactor (e.g., contactor 104A or contactor 210A) may be electrically coupled to a first fuse terminal of a first fuse (e.g., fuse 106A or 206A). A second fuse terminal of the first fuse (e.g., fuse 106A or 206A) may be electrically coupled to a load and a second parallel path (e.g., a series connection between fuse 106B and contactor 104B or a series connection between fuse 206B and 210B).

[0031] In some embodiments, when the contactor control module 102 or 202 detects a fault event (e.g., a vehicle collision or a short circuit), the contactor control module may set the states of the first contactor (e.g., contactor 104A or 210A) and / or the second contactor (e.g., contactor 104B or 210B) based on the measured current value to best minimize the disconnection time (for Figure 4 further discussion). When the contactor control module detects a fault event and the circuit current is below the maximum contactor disconnection current (e.g., due to a collision), the contactor control module may open both contactors (e.g., contactor 104A and 104B or contactor 210A and 210B). When the contactor control module detects a current overload that is less than twice but greater than the maximum contactor disconnection current, the contactor control module may open the contactor on the first parallel path to increase the current on the second parallel path, thereby overloading the fuse on the second parallel path (e.g., the contactor control module 202 may open contactor 210A and keep contactor 210B closed, thereby melting fuse 206B and interrupting the circuit). When the contactor control module detects a current overload that exceeds twice the maximum contactor disconnection current, the contactor control module may keep both contactors (e.g., both contactors 104A and 104B or both contactors 210A and 210B) closed, thereby overloading the fuses (e.g., both fuses 106A and 106B or both fuses 206A and 206B) on the two parallel paths. By setting or maintaining the open or closed states of each contactor in the contactors under various current conditions, the system can best minimize the disconnection time.

[0032] Figure 3 An exemplary contactor and fuse arranged according to some embodiments of the present disclosure are shown. Arrangement 300 shows an exemplary fuse parallel path coupled to a charging circuit (e.g.,Figure 1 and Figure 2 one of the parallel paths shown). In arrangement 300, bus bar 306 electrically couples the respective first contactor terminals of first contactor 302 and second contactor 304 in parallel to a battery module terminal (e.g., the positive or negative terminal of battery modules 108 and 208). In some embodiments, contactors 302 and 304 may operate in the manner described above with respect to Figure 1 contactors 104A and 104B in Figure 2 and contactors 210A and 210B in Figure 1 to reduce the disconnection time of the circuit during an overcurrent event. In some embodiments, each of contactors 302 and 304 includes a respective contactor control terminal (e.g., contactor control terminal 322 and contactor control terminal 324), which is electrically coupled to a contactor control module (e.g., Figure 2 contactor control module 102 shown in

[0033] or contactor control module 202 shown in Figure 4

[0034] Figure 1 The second contactor terminal of first contactor 302 is electrically coupled to the first fuse terminal of first fuse 312 via bus bar 308. The second contactor terminal of second contactor 304 is electrically coupled to the first fuse terminal of second fuse 314 via bus bar 310. The respective second fuse terminals of first fuse 312 and second fuse 314 may be electrically coupled in parallel via bus bar 316. In some embodiments, bus bar 316 is electrically coupled to a load, such as an electric motor. The rated current of fuses 312 and 314 may be as described above with respect to Figure 1 fuses 106A and 106B in Figure 2selected as described for fuses 206A and 206B. For example, if the expected maximum circuit current of an electric vehicle is 1,000 amperes, the rated current of each of fuses 312 and 314 can be 500 amperes, which is half of the maximum circuit current.

[0035] In some embodiments, bus 316 is additionally coupled to a charging contactor, such as contactor 318, via a first contactor terminal. Charging contactor 318 can control the inflow of current to charge a battery module (e.g., battery module 108 or 208). A contactor control module (e.g., contactor control module 102 or 202) can control the open or closed state of contactor 318 based on the charge state of the battery. For example, a battery control module (e.g., via contactor control module 108 or 208) can set contactor 318 to an open state (e.g., via contactor control terminal 326) when the battery is not charged, and set the contactor to a closed state when the battery is charging.

[0036] Although Figure 3 is shown as having parallel paths (e.g., a first path including contactor 302 and fuse 312, and a second path including contactor 304 and fuse 314), one or more paths can exist between the battery module and the load without departing from the scope of the present disclosure. In some embodiments, the fuse is not placed in series with a contactor (e.g., shown as contactor 110 in Figure 1 and shown as contactor 204 in Figure 2 ). In such embodiments, the second contactor terminals of contactors 302 and 304 can be electrically coupled to a charging contactor (e.g., contactor 318) via bus 316, without being connected to buses 308 and 310 or fuses 312 and 314.

[0037] Figure 4An exemplary contactor control diagram according to some embodiments of the present disclosure is shown. Diagram 400 visually shows how a contactor control module can determine whether to open one or more contactors during an overcurrent event based on circuit current. In Diagram 400, the contactor control module sets the contactors (e.g., contactors 302 and 304) to a first state 402 when the circuit current is below a first threshold 408; sets the contactors to a second state 404 when the circuit current is between the first threshold 408 and a second threshold 410; and sets the contactors to a third state 406 when the circuit current is above the second threshold 410. The various states and thresholds shown in Diagram 400 can be selected based on electrical parameters of components in an electric vehicle (e.g., rated current of fuses and contactors, maximum circuit current, break time, etc.) and are optimized to reduce the break time during an overcurrent event and protect the components of the electric vehicle. For example, a contactor can interrupt a circuit faster than a fuse at the same circuit current. However, a contactor can only interrupt a circuit when the circuit current is less than a threshold without damaging the contactor. In a particular overcurrent event, it may be more advantageous to interrupt the circuit by opening two contactors, while at other circuit currents (e.g., if opened, damage to the contactor may occur), it may be advantageous to keep one or more contactors closed and fuse the fuse.

[0038] In the first state 402, the contactor control module sets two contactors (e.g., contactors 302 and 304) to an open state in response to detecting an overcurrent event less than the first threshold. For example, a contactor can safely interrupt a current of 2,400 amperes for each contactor without being damaged. The contactor control module can instruct the contactors to open when the overcurrent event is below 2,400 amperes without damaging the contactors. For example, the contactor control module can determine that an electric vehicle has collided (e.g., based on communication from a collision detection system). When the contactor control module detects a collision, if the circuit current is below 2,400 amperes, the contactor control module instructs the first contactor (e.g., contactor 302) and the second contactor (e.g., contactor 304) to open. In some embodiments, the time to disconnect the current between the battery module and the load can be the sum of the time required for the control module to control the contactors (e.g., 50 ms) plus the time required for the contactors to open after receiving the control signal (e.g., 25 ms). Since the first contactor and the second contactor open without causing or waiting for the fuse to blow, the system can disconnect the battery module from the load faster than a similar system that only includes a fuse. Additionally, since the contactors disconnect at normal operating current (e.g., less than the first threshold current), it may not be necessary to replace the contactors and fuses before the vehicle resumes service.

[0039] In the second state 404, the contactor control module sets the first contactor (e.g., contactor 302) of the two contactors to the open state and keeps the second contactor (e.g., contactor 304) of the two contactors in the closed state when the current is higher than the first threshold 408 but lower than the second threshold 410. As described above, the first threshold can be selected based on the maximum current at which the contactor can safely disconnect the circuit under load without damaging the contactor (e.g., 2,400 amperes). Since the current is evenly divided between the two parallel paths, the contactor can safely disconnect the circuit current under a higher load, doubling the normal operating current (e.g., 5,000 amperes). However, at such a load, the open contactor may be damaged when disconnecting the circuit. In the second state 404, when the contactor control module instructs the first contactor (e.g., contactor 302) to open, the current is directed through the second path (e.g., the path including contactor 304 and fuse 314). Since the circuit current (e.g., between 2,400 amperes and 5,000 amperes) far exceeds the rated current of the fuse (e.g., 1,000 amperes), the fuse blows and the circuit is interrupted. In this case, since the contactor opens under a load exceeding 2,400 amperes, the first contactor (e.g., contactor 302) may be damaged.

[0040] In some embodiments, the contactor control module monitors the current output of the battery (e.g., based on communication from a battery monitoring system, a motor controller, or by monitoring the change in current over time, and can determine that the change in current over a given time period exceeds a predetermined value). For example, the contactor control module can detect a soft short circuit, such as a powertrain overcurrent event having a circuit current between the first threshold of 2,400 amperes and the second threshold of 5,000 amperes. In some embodiments, the time to interrupt the current between the battery module and the load can be the sum of the time required for the control module to control the contactor (e.g., 50 ms), the time required for the contactor to open after receiving the control signal (e.g., 25 ms), and the time required for the fuse to blow at this circuit current (e.g., 0.1 s). Due to the thermal nature of the fuse, the interruption time can become shorter and shorter as the circuit current increases.

[0041] In some embodiments, in response to detecting a vehicle fault condition, such as a soft short circuit, the battery system can start the vehicle in a low - power mode (e.g., by using 50% of the normal operating current). In the low - power mode, the battery system can set the first contactor to the open state and the second contactor to the closed state, thereby reducing the maximum operating current of the battery system by half. In such embodiments, the battery system can work together with other systems of the vehicle, such as the motor controller, to keep the circuit current below the reduced maximum operating current.

[0042] In the third state 406, when the circuit current is higher than the second threshold 410, the contactor control module keeps the first contactor (e.g., contactor 302) and the second contactor (e.g., contactor 304) in the closed state. For example, when an overcurrent event exceeds 5,000 amperes (e.g., a hard short circuit between the most positive switched terminal of the battery and the most negative switched terminal of the battery), the contactor control module can keep the first contactor and the second contactor closed, resulting in the fuses 312 and 314 blowing. In the third state 406, the opening time highly depends on the characteristics of the fuses. For example, during a 5,000-ampere overcurrent event, the opening time of the two fuses can be an order of magnitude greater than the opening time during a 20,000-ampere overcurrent event.

[0043] In some embodiments, the battery system may additionally include at least one contactor that is electrically coupled to an unfused battery terminal (shown as contactor 110 in Figure 1 and shown as contactor 204 in Figure 2 . For example, the battery system may include a fourth contactor and a fifth contactor, each having a respective first terminal that is electrically coupled in parallel to a battery terminal (e.g., the negative terminal of the battery). The fourth contactor and the fifth contactor may each include a respective second terminal that is coupled in parallel to a busbar. The busbar may be electrically coupled to a load. In some embodiments, the contactor control module controls the states of the fourth contactor and the fifth contactor as described above according to Figure 4 .

[0044] Although the above examples have been discussed with respect to a dual-contactor and dual-fuse configuration, one or more contactors may be used. For example, some embodiments include three contactors that have first terminals electrically coupled in parallel to a first battery terminal and second terminals electrically coupled in series to the first terminals of respective fuses. The second terminals of the respective fuses may be electrically coupled in parallel to a load. The second battery terminal may be electrically coupled to one or more contactors (e.g., the unfused parallel combination of three contactors). Each of the contactors may include a respective contactor control terminal, and the contactor control module can control the contactors to be set to an open or closed state during an overcurrent event or a collision to minimize the disconnection time between the battery module and the load.

[0045] The foregoing is only illustrative of the principles of the present disclosure, and various modifications may be made by those skilled in the art without departing from the scope of the present disclosure. The above embodiments are presented for purposes of illustration and not limitation. The present disclosure may also take many forms other than those explicitly described herein. Accordingly, it should be emphasized that the present disclosure is not limited to the explicitly disclosed methods, systems, and devices, but is intended to cover variations and modifications within the substance of the following claims.

Claims

1. A battery system, comprising: a first fuse and a second fuse, each fuse including a first electrical terminal and a second electrical terminal; a first contactor and a second contactor, each contactor including a first contactor terminal and a second contactor terminal; one or more battery cells, the one or more battery cells being electrically coupled to a first battery module terminal and a second battery module terminal, wherein: the first battery module terminal is electrically coupled in parallel to the first electrical terminal of the first fuse and the first electrical terminal of the second fuse; the second electrical terminal of the first fuse is electrically coupled to the first contactor terminal of the first contactor; the second electrical terminal of the second fuse is electrically coupled to the first contactor terminal of the second contactor; and the second contactor terminal of the first contactor and the second contactor terminal of the second contactor are electrically coupled to each other; and a contactor control module, the contactor control module being configured to: when detecting that a load current is lower than a predetermined amperage, keep the first contactor and the second contactor in a closed state; and in response to detecting that the load current is higher than the predetermined amperage, set the first contactor to an open state while keeping the second contactor in the closed state.

2. The battery system according to claim 1, wherein: the first contactor further includes a first contactor control terminal; the second contactor further includes a second contactor control terminal; and the contactor control module includes: a first contactor control output, the first contactor control output being electrically coupled to the first contactor control terminal; and a second contactor control output, the second contactor control output being electrically coupled to the second contactor control terminal.

3. The battery system according to claim 2, wherein the contactor control module is configured to: set at least one of the open state and the closed state of the first contactor via the first contactor control output; and set at least one of the open state and the closed state of the second contactor via the second contactor control output.

4. The battery system according to claim 1, wherein the predetermined amperage is at least 2,400 amperes.

5. The battery system according to claim 1, wherein the battery system is located in an electric vehicle.

6. The battery system according to claim 5, wherein the contactor control module is further configured to: detect a vehicle fault condition; wherein when the vehicle fault condition exists, the electric vehicle operates in a reduced performance mode.

7. The battery system according to claim 1, wherein the first fuse and the second fuse each include a local minimum cross-sectional area configured to melt at a pre-determined current.

8. The battery system according to claim 1, wherein the first battery module terminal is electrically coupled to the positive terminal of the one or more battery cells.

9. The battery system according to claim 1, further comprising: A busbar that provides switched power to an electric vehicle, where the busbar is electrically coupled in parallel to the second contactor terminal of the first contactor and the second contactor terminal of the second contactor.

10. The battery system according to claim 9, further comprising: A third contactor that includes a first contactor terminal and a second contactor terminal, where: The first contactor terminal of the third contactor is electrically coupled to the busbar; and The second contactor terminal of the third contactor is electrically coupled to a charging port.

11. The battery system according to claim 1, further comprising: A third contactor and a fourth contactor, each contactor including a first contactor terminal and a second contactor terminal, where: The second battery module terminal is electrically coupled in parallel to the first electrical terminal of the third contactor and the first electrical terminal of the fourth contactor.

12. The battery system according to claim 11, where the second battery module terminal is electrically coupled to the negative terminal of the one or more battery cells.

13. The battery system according to claim 11, further comprising: A busbar that provides switched power to an electric vehicle, where the busbar is electrically coupled in parallel to the second contactor terminal of the third contactor and the second contactor terminal of the fourth contactor.

14. The battery system according to claim 13, further comprising: A fifth contactor that includes a first contactor terminal and a second contactor terminal, where: The first contactor terminal of the fifth contactor is electrically coupled to the busbar; and The second contactor terminal of the fifth contactor is electrically coupled to a charging port.

15. The battery system according to claim 1, where the voltage across the first battery module terminal and the second battery module terminal is greater than 300 volts.

16. The battery system according to claim 1, where the first battery module terminal and the second battery module terminal include corresponding non-switched terminals.

17. The battery system according to claim 1, where the maximum operating current of the battery system is between 1,000 A and 2,500 A.

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