Power control system for electric vehicles including sacrificial protection device

Abstract

A power control system for a battery system of a vehicle includes a first contactor, a second contactor, N fuses, and N vehicle loads. An active sacrificial protection device includes a third contactor and a first fuse. The active sacrificial protection device is connected to a positive or negative terminal of the battery system. A current sensor is configured to sense a measured load current flowing through one of the first contactor and the second contactor. A battery management module is configured to selectively close the third contactor to reduce the current flowing through the one of the first contactor or the second contactor, and to selectively open the one of the first contactor or the second contactor after closing the third contactor.

Description

Technical Field

[0001] introduction

[0002] The information provided in this section is for the purpose of presenting the general background of this disclosure. To the extent described in this section, and in all respects of this specification which may otherwise not constitute prior art at the time of filing, neither express nor implied acknowledgment is made that the work of the inventors now referred to constitutes prior art to this disclosure.

[0003] This disclosure relates to electric vehicles (EVs), and more particularly to power control systems for EVs. Background Technology

[0004] An electric vehicle (EV) includes a battery system comprising one or more battery cells, modules, and / or packs. An EV may be a battery electric vehicle (BEV), a fuel cell vehicle, or a hybrid vehicle. A powertrain control system is used to control the charging and / or discharging of the battery system during charging and / or driving. During driving, one or more electric motors of the EV receive power from the battery system to provide propulsion for the vehicle and / or return power to the battery system during regeneration.

[0005] EVs include a powertrain control system to deliver power to the propulsion system and / or other vehicle loads. The powertrain control system is also designed to protect components such as battery pack(s), DC-DC converter(s), power inverter(s), and motor(s). These systems typically include contactors and fuses, which attempt to isolate battery pack(s) from propulsion loads and / or other vehicle loads in the event of an unexpected fault causing a large current spike. However, coordinating the use of contactors and fuses for protection is difficult due to coverage gaps. Furthermore, operating contactors and fuses within the expected reaction time is also challenging. Summary of the Invention

[0006] A power control system for a vehicle battery system includes a first contactor having a first terminal connected to a first terminal of the battery system. A second contactor includes a first terminal connected to a second terminal of the battery system. N fuses each include a first terminal and a second terminal. The first terminals of the N fuses are connected to the second terminals of the first contactor, where N is a positive integer. N vehicle loads each include a first terminal connected to the second terminals of the N fuses. An active sacrificial protection device includes a third contactor and the first fuses. One of the following is true: the first terminal of the active sacrificial protection device is connected to the first terminal of the battery system and the second terminal is connected to the first terminals of the N fuses and the second terminal of the first contactor; or, the first terminal of the active sacrificial protection device is connected to the second terminal of the battery system and the second terminal of the active sacrificial protection device is connected to the second terminals of the N loads and the second terminal of the second contactor. A current sensor is configured to sense a measured load current flowing through one of the first and second contactors. The battery management module is configured to selectively close the third contactor to reduce the current flowing through either the first or the second contactor; and to selectively disconnect either the first or the second contactor after closing the third contactor.

[0007] Among other features, the battery management module is configured to selectively close the third contactor in response to at least one of fault current, battery health status, battery state of charge, and battery temperature. The battery management module is also configured to calculate an error current based on a measured load current and a commanded total load current, and to compare the error current with a first predetermined current threshold.

[0008] Among other features, in response to an error current greater than a first predetermined current threshold, the battery management module is also configured to compare the measured load current with a second predetermined current threshold.

[0009] Among other features, in response to a measured load current less than a second predetermined current threshold, the battery management module disconnects either the first or the second contactor. In response to a measured load current greater than the second predetermined current threshold, the battery management module compares the measured load current with a third predetermined current threshold.

[0010] Among other features, in response to a measured load current being less than a third predetermined current threshold, the battery management module selectively closes the third contactor and opens one of the first or second contactors in response to the charging state and temperature of the battery system.

[0011] Among other characteristics, the first vehicle load of the N vehicle loads includes a motor, and the first fuse of the N fuses has a rated current greater than the rated current of the first fuse. The third contactor is normally open. The third contactor is normally closed.

[0012] A method for operating a power control system for a battery system of a vehicle includes: connecting a first terminal of a first contactor to a first terminal of the battery system; connecting a first terminal of a second contactor to a second terminal of the battery system; connecting the first terminals of N fuses to the second terminals of the first contactor, where N is an integer greater than zero; connecting the first terminals of N vehicle loads to the second terminals of the N fuses; connecting one of the following: connecting the first terminal of an active sacrificial protection device to the first terminal of the battery system and the second terminal to the first terminals of the N fuses and the second terminal of the first contactor; or connecting the first terminal of the active sacrificial protection device to the second terminal of the battery system and the second terminal of the active sacrificial protection device to the second terminals of the N loads and the second terminal of the second contactor; sensing a measured load current flowing through one of the first and second contactors; detecting a fault current; selectively closing a third contactor to reduce the current flowing through one of the first or second contactors; and selectively opening the first or second contactor after closing the third contactor.

[0013] Among other features, selectively closing the third contactor is performed in response to at least one of fault current, battery health status, battery state of charge, and battery temperature. The method includes calculating an error current based on a measured load current and a commanded total load current, and comparing the error current with a first predetermined current threshold.

[0014] Among other features, in response to an error current greater than a first predetermined current threshold, the method includes comparing a measured load current with a second predetermined current threshold. The method includes disconnecting one of a first contactor or a second contactor in response to a measured load current less than a second predetermined current threshold. The method includes comparing a measured load current with a third predetermined current threshold in response to a measured load current greater than a second predetermined current threshold.

[0015] Among other features, in response to a measured load current being less than a third predetermined current threshold, the method includes selectively closing a third contactor and opening one of a first or second contactor in response to the state of charge and temperature of the battery system.

[0016] A power control system for a vehicle battery system includes a first contactor having a first terminal connected to a first terminal of the battery system. A second contactor includes a first terminal connected to a second terminal of the battery system. N fuses each include a first terminal and a second terminal. The first terminals of the N fuses are connected to the second terminals of the first contactor, where N is a positive integer. N vehicle loads are connected to the second terminals of the N fuses. An active sacrificial protection device includes a third contactor and the first fuses, wherein one of the following is true: the first terminal of the active sacrificial protection device is connected to the first terminal of the battery system and the second terminal is connected to the first terminals of the N fuses and the second terminal of the first contactor; or, the first terminal of the active sacrificial protection device is connected to the second terminal of the battery system and the second terminal of the active sacrificial protection device is connected to the second terminals of the N loads and the second terminal of the second contactor. A current sensor senses a measured load current flowing through one of the first and second contactors. A battery management module is configured to calculate an error current based on the measured load current and a commanded total load current, and compare the error current with a first predetermined current threshold. In response to an error current exceeding a first predetermined current threshold, the battery management module compares the measured load current with a second predetermined current threshold. In response to the measured load current exceeding the second predetermined current threshold, the battery management module compares the measured load current with a third predetermined current threshold. In response to the measured load current being less than the third predetermined current threshold, the battery management module selectively closes the third contactor and opens one of the first or second contactors in response to the battery system's state of charge and temperature.

[0017] Among other characteristics, the first vehicle load of the N vehicle loads includes a motor, and the first fuse of the N fuses has a rated current greater than the rated current of the first fuse. The third contactor is normally open.

[0018] The present invention also discloses the following technical solutions:

[0019] 1. A power control system for a vehicle battery system, comprising:

[0020] A first contactor, the first contactor including a first terminal, the first terminal being connected to a first terminal of the battery system;

[0021] The second contactor includes a first terminal, which is connected to a second terminal of the battery system;

[0022] N fuses, each of the N fuses including a first terminal and a second terminal, wherein the first terminal of the N fuses is connected to the second terminal of the first contactor, and N is an integer greater than zero;

[0023] N vehicle loads, wherein the N vehicle loads have a first terminal connected to the second terminal of the N fuses;

[0024] Active sacrificial protection equipment including a third contactor and a first fuse, wherein one of the following is included:

[0025] The first terminal of the active sacrificial protection device is connected to the first terminal of the battery system, and the second terminal is connected to the first terminal of the N fuses and the second terminal of the first contactor; or

[0026] The first terminal of the active sacrifice protection device is connected to the second terminal of the battery system, and the second terminal of the active sacrifice protection device is connected to the second terminals of the N loads and the second terminal of the second contactor;

[0027] A current sensor, configured to sense a measured load current flowing through one of the first contactor and the second contactor; and

[0028] The battery management module is configured as follows:

[0029] Selectively closing the third contactor to reduce the current flowing through either the first or the second contactor; and

[0030] After the third contactor is closed, one of the first or second contactors is selectively disconnected.

[0031] 2. The power control system according to technical solution 1, wherein the battery management module is configured to selectively close the third contactor in response to at least one of fault current, battery health status, battery charging status, and battery temperature.

[0032] 3. The power control system according to technical solution 1, wherein the battery management module is further configured as follows:

[0033] The error current is calculated based on the measured load current and the commanded total load current, and

[0034] The error current is compared with a first predetermined current threshold.

[0035] 4. The power control system according to technical solution 3, wherein, in response to the error current being greater than the first predetermined current threshold, the battery management module is further configured to compare the measured load current with a second predetermined current threshold.

[0036] 5. The power control system according to technical solution 4, wherein, in response to the measured load current being less than the second predetermined current threshold, the battery management module disconnects one of the first contactor or the second contactor.

[0037] 6. The power control system according to technical solution 4, wherein, in response to the measured load current being greater than the second predetermined current threshold, the battery management module compares the measured load current with the third predetermined current threshold.

[0038] 7. The power control system according to technical solution 6, wherein, in response to the measured load current being less than the third predetermined current threshold, the battery management module selectively closes the third contactor and disconnects one of the first contactor or the second contactor in response to the charging state and temperature of the battery system.

[0039] 8. The power control system according to technical solution 1, wherein the first vehicle load among the N vehicle loads includes a motor; and wherein the first fuse among the N fuses has a rated current greater than the rated current of the first fuse.

[0040] 9. The power control system according to technical solution 1, wherein the third contactor is normally open.

[0041] 10. The power control system according to technical solution 1, wherein the third contactor is normally closed.

[0042] 11. A method for operating a power control system for a battery system in a vehicle, comprising:

[0043] Connect the first terminal of the first contactor to the first terminal of the battery system;

[0044] Connect the first terminal of the second contactor to the second terminal of the battery system;

[0045] Connect the first terminals of N fuses to the second terminals of the first contactor, where N is an integer greater than zero;

[0046] Connect the first terminals of the N vehicle loads to the second terminals of the N fuses;

[0047] Connect one of the following:

[0048] The first terminal of the active sacrificial protection device is connected to the first terminal of the battery system, and the second terminal is connected to the first terminal of the N fuses and the second terminal of the first contactor; or

[0049] The first terminal of the active sacrifice protection device is connected to the second terminal of the battery system, and the second terminal of the active sacrifice protection device is connected to the second terminals of the N loads and the second terminal of the second contactor;

[0050] The measured load current flowing through one of the first contactor and the second contactor is sensed;

[0051] Detect fault current;

[0052] Selectively closing the third contactor to reduce the current flowing through either the first or the second contactor; and

[0053] After the third contactor is closed, one of the first or second contactors is selectively disconnected.

[0054] 12. The method according to technical solution 11, wherein selectively closing the third contactor is performed in response to at least one of fault current, battery health status, battery charging status, and battery temperature.

[0055] 13. The method according to technical solution 11 further includes:

[0056] The error current is calculated based on the measured load current and the commanded total load current, and

[0057] The error current is compared with a first predetermined current threshold.

[0058] 14. The method according to technical solution 13 further includes, in response to the error current being greater than the first predetermined current threshold, comparing the measured load current with a second predetermined current threshold.

[0059] 15. The method according to technical solution 14 further includes disconnecting one of the first contactor or the second contactor in response to the measured load current being less than the second predetermined current threshold.

[0060] 16. The method according to technical solution 14 further includes, in response to the measured load current being greater than the second predetermined current threshold, comparing the measured load current with a third predetermined current threshold.

[0061] 17. The method according to technical solution 16 further includes selectively closing the third contactor and opening one of the first contactor or the second contactor in response to the measured load current being less than the third predetermined current threshold, in response to the charging state and temperature of the battery system.

[0062] 18. A power control system for a battery system in a vehicle, comprising:

[0063] A first contactor, the first contactor including a first terminal, the first terminal being connected to a first terminal of the battery system;

[0064] The second contactor has a first terminal, which includes a second terminal connected to the battery system.

[0065] N fuses, each of the N fuses including a first terminal and a second terminal, wherein the first terminal of the N fuses is connected to the second terminal of the first contactor, and N is an integer greater than zero;

[0066] N vehicle loads, wherein the N vehicle loads are connected to the second terminals of the N fuses;

[0067] Active sacrificial protection equipment including a third contactor and a first fuse, wherein one of the following is included:

[0068] The first terminal of the active sacrificial protection device is connected to the first terminal of the battery system, and the second terminal is connected to the first terminal of the N fuses and the second terminal of the first contactor; or

[0069] The first terminal of the active sacrifice protection device is connected to the second terminal of the battery system, and the second terminal of the active sacrifice protection device is connected to the second terminals of the N loads and the second terminal of the second contactor;

[0070] A current sensor, wherein the current sensor is used to sense a measured load current flowing through one of the first contactor and the second contactor; and

[0071] The battery management module is configured as follows:

[0072] The error current is calculated based on the measured load current and the commanded total load current, and the error current is compared with a first predetermined current threshold.

[0073] In response to the error current being greater than the first predetermined current threshold, the measured load current is compared with the second predetermined current threshold;

[0074] In response to the measured load current being greater than a second predetermined current threshold, the measured load current is compared with a third predetermined current threshold; and

[0075] In response to the measured load current being less than the third predetermined current threshold, the third contactor is selectively closed and one of the first or second contactors is opened in response to the charging state and temperature of the battery system.

[0076] 19. The power control system according to technical solution 18, wherein the first vehicle load among the N vehicle loads includes a motor; and wherein the first fuse among the N fuses has a rated current greater than the rated current of the first fuse.

[0077] 20. The power control system according to technical solution 18, wherein the third contactor is normally open.

[0078] Other applications of this disclosure will become apparent from the detailed description, claims, and drawings. The detailed description and specific examples are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0079] This disclosure will be more fully understood from the specific embodiments and the accompanying drawings, wherein:

[0080] Figure 1A and 1B This is a functional block diagram of an example power control system for an electric vehicle including an active sacrifice protection device (ASPD) according to this disclosure;

[0081] Figure 2 This is an example illustrating the coverage of fuses and contactors as a function of reaction time and fault current in the absence of ASPD, along with a graph of the coverage gap.

[0082] Figure 3 This is an example illustrating the coverage of fuses and contactors as a function of charging state and temperature, along with a graph showing the gaps in the coverage area.

[0083] Figure 4 The illustration shows an example of the coverage range of fuses and contactors as a function of state of charge and temperature when using a power control system including an ASPD according to this disclosure; and a graph of the coverage gap.

[0084] Figure 5 A flowchart illustrating an example of a method for controlling ASPD according to this disclosure.

[0085] In the accompanying drawings, reference numerals may be used repeatedly to identify similar and / or identical elements. Detailed Implementation

[0086] A power control system for an electric vehicle includes one or more main contactors. During normal vehicle operation, power flows through one or more main contactors. When a current spike occurs (such as due to a short circuit), the power control system may fail to disconnect one of the main contactors due to the high current. In some cases, one or more of the main contactors may be melted to the closed position by the current spike.

[0087] The power control system for electric vehicles according to this disclosure includes one or more main contactors and an active sacrificial protection device (ASPD) including a sacrificial contactor and a fuse. The contactor and fuse of the ASPD are connected in parallel with one of the main contactors. In some examples, the contactor of the ASPD is normally open. In other examples, the contactor is normally open, normally closed, or dynamically controlled.

[0088] The powertrain control system intelligently detects fault currents such as current spikes and protects one or more battery packs and other components by creating a current shunt through the ASPD's contactors and fuses. In other words, closing (or opening) the ASPD's contactors provides an alternative path for current to travel, reducing the current through one of the main contactors and allowing the main contactor to open. Once the main contactor is open, all current flows through the ASPD's fuses. In some examples, the ASPD's fuses are sized smaller than other fuses typically used in main contactors and blow relatively quickly to disconnect the circuit.

[0089] Although the ASPD contactor can close in response to the detection of a fault current, the power control system can also close the ASPD contactor earlier (e.g., before the detection of a fault current) in response to the battery state of charge (SOC), battery state of health (SOH), and / or battery temperature.

[0090] For reference Figure 1A and Figure 1B An example of a powertrain control system 10 for electric vehicles (EVs), including ASPD 12, is shown. Figure 1A In the middle, ASPD 12 is connected in parallel with contactor C1, which is connected to the positive terminal of battery system 20.

[0091] exist Figure 1AIn this embodiment, the power control system 10 includes a battery system 20, which comprises one or more battery cells, modules, and / or groups. In this example, the battery system 20 has one or more battery groups, each comprising N battery modules 24 (where N is an integer greater than one). Each of the N battery modules 24 comprises M battery cells 28 (where M is an integer greater than one). For example, N may be equal to 8, M may be equal to 24, and the battery system 20 may provide a high voltage (HV) such as 800V, although N and M may have other values ​​and the voltage output of one or more battery groups may differ.

[0092] The parameters of the M battery cells 28 of the N battery modules 24 are monitored by a cell monitoring module (CMM) 30. In some examples, each of the N battery modules 24 may include one or more CMMs 30 (e.g., two are shown for each of the N battery modules 24). The CMMs 30 can be connected to the battery management module 60 (described below) via wireless or wired connections. Although the N battery modules 24 are connected in series in this example, the N battery modules 24 may be connected in series, in parallel, and / or in combinations thereof.

[0093] A manual service switch (MSD) can be connected between one or more of the N battery modules 24. For example, an MSD 32 can be connected between two groups of the N battery modules (e.g., between a first group and a second group, each group comprising four of the N battery modules 24 connected in series), although other configurations may be used.

[0094] The first terminal (e.g., the positive terminal) of the battery system 20 is connected to the first terminal of the first contactor C1, the first terminal of the third contactor C3, and the first terminal of the ASPD contactor C-SAC. Although the ASPD contactor C-SAC is shown as a normally open contactor, a normally closed contactor can also be used. In other words, once the first contactor is closed, the ASPD contactor C-SAC can operate as normally open, normally closed, or dynamically controlled.

[0095] The second terminal of the third contactor is connected to the first terminal of the precharge resistor Rprecharge. The second terminal of the ASPD contactor C-SAC is connected to fuse 31. The second terminals of the first contactor C1, the precharge resistor Rprecharge, and fuse 31 are connected to the first terminals of fuses 34, 38, 44, and 50. The second terminals of fuses 34, 38, 44, and 50 are respectively connected to the first terminals of the first motor generator unit (MGU1) 36, the second motor generator unit (MGU2) 40, the DC-DC converter 46, and the accessory load 52.

[0096] The second terminal of one of the N battery modules 24 of the other battery pack 20 is connected to the first terminal of the second contactor C2. The second terminal of the second contactor C2 is connected to the first terminal of the current sensor 32. The second terminal of the current sensor 32 is connected to the second terminal of the first motor generator unit (MGU1) 38, the second terminal of the second motor generator unit (MGU2) 40, the second terminal of the DC-DC converter 46, and the second terminal of the accessory load 52.

[0097] The battery management module 60 communicates with the CMM 30, contactors (first contactor C1, second contactor C2, third contactor C3, and ASPD contactor C-SAC), the voltage control module (VCM) 64, and the current sensor 32. The driver demand module 66 determines the driver's demand and outputs parameters related to that demand to the VCM 64, which determines the battery system voltage. In some examples, the driver demand is partly based on pedal position.

[0098] As will be further described below, the ASPD 12 uses a current sensor 32 to monitor fault current. While in this example the ASPD contactor may close in response to the detection of fault current, the power control system may also close the ASPD contactor earlier (e.g., before the fault current is detected) in response to other parameters such as battery state of charge (SOC), battery state of health (SOH), and / or battery temperature.

[0099] When the fault current falls to a predetermined limit (or other conditions are met), ASPD 12 creates an alternative path around the first contactor C1, which allows the first contactor C1 to disconnect before the fuse 31 of ASPD 12 blows. Once the fuse 31 blows, the corresponding side of the battery pack (positive in this example) is disconnected from the vehicle load to prevent further damage.

[0100] ASPD contactor C-SAC and fuse 31 provide an alternative current path to add an otherwise undersized fuse in series with an existing short circuit. This alternative path prevents the first contactor C1 from blowing upon opening in the event of an overload. In some examples, fuse 31 is specified smaller than other fuses in the system (e.g., fuse 31 has a lower maximum rated current and / or a shorter duration) such that fuse 31 blows shortly after ASPD contactor C-SAC closes and the first contactor C1 opens. In other words, ASPD contactor C-SAC and fuse 31 are specified such that they remain for a sufficient time for the first contactor C1 to open based on the operating zone.

[0101] exist Figure 1BIn this configuration, ASPD 12 is connected in parallel with contactor C2, which is connected to the negative terminal of battery system 20. When a fault current falls below a predetermined limit, ASPD 12 creates an alternative path around the second contactor C2, allowing the second contactor C2 to disconnect before the fuse 31 of ASPD 12 blows. Once fuse 31 blows, the corresponding side of the battery pack (the negative terminal in this example) is disconnected from the vehicle load to prevent further damage.

[0102] For reference Figure 2-4 There is no ASPD ( Figure 2 and Figure 3 ) and with ASPD ( Figure 4 The system illustrates the current coverage range and coverage gap for contactors and fuses. Figure 3 In the example, the coverage area using contactors (area 110) and fuses (area 114) and the coverage gap (area 116) are shown as a function of the state of charge (SOC) and temperature without ASPD 12.

[0103] exist Figure 4 In the diagram, examples of coverage using contactors (area 110), fuses (area 114), ASPDs (area 122), and coverage gaps (area 126) are shown as functions of SOC and temperature with ASPD 12. Although SOC and temperature are shown, other parameters indicating SOC or temperature may be used.

[0104] For reference Figure 5 , which used Figure 1A The ASPD example illustrates method 200 for controlling the ASPD. At 210 and 214, the method uses current sensor 32 to measure the load current lact. At 216 and 220, the method calculates the commanded total load current lcmd. The commanded total load current lcmd is based on driver demand, demand from other vehicle loads, etc.

[0105] At 230, the method calculates the error current lerr = lact - lcmd. At 234, the method determines whether the error current lerr is greater than the current threshold lrH. If 234 is false, the method returns to 210. If 234 is true, the method continues at 240 and determines whether lact is greater than the maximum amplitude of the first contactor C1. In some examples, the maximum amplitude of the first contactor C1 may correspond to... Figure 4 The line between 110 and 122 in the middle area.

[0106] If 240 is false, the method disconnects the first contactor at 242. If 240 is true, the method continues at 248 and determines whether `lact` is greater than the minimum ampere rating of the fuse. In some examples, the minimum ampere rating of the fuse corresponds to... Figure 4 The line between regions 126 and 114. If 248 is true, the method continues at 250 without taking any action (allowing the main fuse to blow). If 248 is false, the method continues at 254 and determines whether the condition supports ASPD operation (e.g., ASPD region 122). In some examples, this determination is made by retrieving the ASPD operation lookup table using SOC and temperature (such as...). Figure 4 (One shown in the image) was made. Although Figure 4 The SOC and temperature are shown; other parameters indicating SOC and temperature can be used.

[0107] If 254 is false, the method returns to 210. Since the operation is within the coverage gap region 126, no action is taken. If 254 is true, the method continues at 262 and closes the sacrificial contactor C-SAC. The closure of the sacrificial contactor C-SAC creates a current shunt using ASPD 12 to reduce the current through the first contactor C1.

[0108] At 266, the first contactor C1 is disconnected (partly due to a reduction in the current flowing through the first contactor C1). At 270, current flows through fuse 31, causing fuse 31 to blow, which breaks the circuit.

[0109] As will be understood, the system and method described herein detect short circuits when operating in coverage gap areas. When ASPD contactor C-SAC closes, first contactor C1 (connected in parallel with ASPD contactor) can open, and fuse 31 of ASPD 12 blows to disconnect the circuit. ASPD contactor C-SAC and fuse 31 are specified such that they remain open for a sufficiently long time to disconnect first contactor C1 based on the operating area. In some examples, the time period including ASPD contactor C-SAC closing, first contactor C1 opening, and fuse 31 blowing is approximately 50 milliseconds (ms), although shorter or longer time periods may be used.

[0110] ASPD 12 provides an alternative current path via an undersized fuse (fuse 31) connected in series with an existing short-circuit circuit. This alternative path prevents the main contactor from blowing upon disconnection in case of overload. As will be understood, although the foregoing description shows ASPD contactors C-SAC and fuse 31 in series with the first contactor C1 on the positive side of the battery pack, ASPD contactors C-SAC and fuse 31 can be connected in parallel with the second contactor C2 on the negative side of the battery pack. The operation of ASPD 12 is independent of the operation of the third contactor C3 and the pre-charge resistor R.

[0111] In some examples, if there is no coverage gap or an acceptable coverage gap exists (and one of the fuses has blown), a sacrificial contactor can be used to connect the remaining auxiliary load to the intact fuse. This method can be used to power emergency lights, coolers, and / or other vehicle loads.

[0112] Although the ASPD contactor can close in response to the detection of a fault current, the power control system can also close the ASPD contactor earlier (e.g., before the detection of a fault current) in response to the battery state of charge (SOC), battery state of health (SOH), and / or battery temperature.

[0113] The foregoing description is illustrative in nature and is not intended in any way to limit this disclosure, its application, or its use. The broad teachings of this disclosure can be implemented in many forms. Therefore, although this disclosure includes specific examples, its true scope should not be limited thereto, as other modifications will become apparent upon studying the drawings, specification, and appended claims. It should be understood that one or more steps within a method may be performed in different orders (or simultaneously) without altering the principles of this disclosure. Furthermore, although each of the embodiments described above has certain features, any one or more of those features described with respect to any embodiment of this disclosure may be implemented in any other embodiment and / or in combination with features of any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and alternations of one or more embodiments remain within the scope of this disclosure.

[0114] Various terms are used to describe spatial and functional relationships between elements (e.g., between modules, circuit elements, semiconductor layers, etc.). These terms include “connection,” “joint,” “link,” “adjacent,” “next to,” “on top of,” “above,” “below,” and “set.” Unless explicitly described as “direct,” when describing the relationship between a first element and a second element in the above disclosure, the relationship may be a direct relationship in which no other intervening element exists between the first element and the second element, or an indirect relationship in which one or more intervening elements exist between the first element and the second element (spatially or functionally). As used herein, the phrase “at least one of A, B, and C” should be interpreted as meaning logic using the non-exclusive logic “OR” (A or B or C) and should not be interpreted as meaning “at least one of A, at least one of B, and at least one of C.”

[0115] In the accompanying drawings, the direction of the arrow, indicated by the arrowhead, generally indicates the flow of information of interest (e.g., data or instructions). For example, when components A and B exchange various types of information, but the information transmitted from component A to component B is relevant to the illustration, the arrow may point from component A to component B. This unidirectional arrow does not imply that no other information is being transmitted from component B to component A. Furthermore, for information sent from component A to component B, component B may send a request for the information or an acknowledgment of receipt of the information to component A.

[0116] In this application, which includes the following definitions, the term "module" or "controller" may be replaced by the term "circuit". The term "module" may refer to, or may be part of, or may include the following: application-specific integrated circuit (ASIC); digital, analog, or mixed-signal analog / digital discrete circuit; digital, analog, or mixed-signal analog / digital integrated circuit; combinational logic circuit; field-programmable gate array (FPGA); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores code executed by the processor circuitry; other suitable hardware components that provide the described functionality; or some or all of the foregoing, such as in a system-on-a-chip.

[0117] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module disclosed herein may be distributed among multiple modules connected via the interface circuits. For example, multiple modules may allow for load balancing. In another example, a server (also referred to as a remote or cloud) module may perform some functions on behalf of a client module.

[0118] As used above, the term "code" can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuitry" includes a single processor circuitry that executes some or all of the code from multiple modules. The term "group processor circuitry" includes processor circuitry that, in conjunction with additional processor circuitry, executes some or all of the code from one or more modules. References to multiple processor circuitry include multiple processor circuitry on a discrete chip, multiple processor circuitry on a single chip, multiple cores of a single processor circuitry, multiple threads of a single processor circuitry, or a combination thereof. The term "shared memory circuitry" includes a single memory circuitry that stores some or all of the code from multiple modules. The term "group memory circuitry" includes memory circuitry that, in conjunction with additional memory, stores some or all of the code from one or more modules.

[0119] The term "memory circuit" is a subset of the term "computer-readable medium." As used herein, the term "computer-readable medium" does not include transient electrical or electromagnetic signals propagating through a medium (such as on a carrier wave), and therefore, the term "computer-readable medium" can be considered tangible and non-transient. Non-limiting examples of non-transient tangible computer-readable media are non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only memory circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0120] The apparatus and methods described in this application can be implemented, in part or in whole, by a special-purpose computer configured to perform one or more specific functions embodied in a computer program. Function blocks, flowchart components, and other elements described above serve as software specifications that can be compiled into a computer program through the routine work of a skilled technician or programmer.

[0121] A computer program includes processor-executable instructions stored on at least one non-transitory tangible computer-readable medium. A computer program may also include or depend on stored data. A computer program may contain a basic input / output system (BIOS) for interacting with the hardware of a special-purpose computer, device drivers for interacting with specific devices of the special-purpose computer, one or more operating systems, user applications, background services, background applications, etc.

[0122] Computer programs may include: (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code for execution by an interpreter; and (v) source code for compilation and execution by a just-in-time compiler, etc. As an example only, source code may be written using syntax from languages ​​including: C, C++, C#, Objective-C, Swift, Haskell, Go, SOL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, JavaScript®, HTML5 (Hypertext Markup Language 5th Edition), Ada, ASP (Dynamic Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®.

Claims

1. A power control system for a vehicle battery system, comprising: A first contactor, the first contactor including a first terminal, the first terminal being connected to a first terminal of the battery system; The second contactor includes a first terminal, which is connected to a second terminal of the battery system; N fuses, each of the N fuses including a first terminal and a second terminal, wherein the first terminal of the N fuses is connected to the second terminal of the first contactor, and N is an integer greater than zero; N vehicle loads, wherein the N vehicle loads have a first terminal connected to the second terminal of the N fuses; Active sacrificial protection devices including a third contactor and a first fuse, wherein one of the following is met: The first terminal of the active sacrificial protection device is connected to the first terminal of the battery system, and the second terminal is connected to the first terminal of the N fuses and the second terminal of the first contactor. or The first terminal of the active sacrifice protection device is connected to the second terminal of the battery system, and the second terminal of the active sacrifice protection device is connected to the second terminals of the N loads and the second terminal of the second contactor; A current sensor configured to sense a measured load current flowing through one of the first contactor and the second contactor; and The battery management module is configured as follows: The third contactor is selectively closed to reduce the current flowing through either the first contactor or the second contactor; and After the third contactor is closed, one of the first or second contactors is selectively disconnected.

2. The power control system according to claim 1, wherein, The battery management module is configured to selectively close the third contactor in response to at least one of fault current, battery health status, battery charging status, and battery temperature.

3. The power control system according to claim 1, wherein, The battery management module is also configured to: The error current is calculated based on the measured load current and the commanded total load current, and The error current is compared with a first predetermined current threshold.

4. The power control system according to claim 3, wherein, In response to the error current being greater than the first predetermined current threshold, the battery management module is further configured to compare the measured load current with a second predetermined current threshold.

5. The power control system according to claim 4, wherein, In response to the measured load current being less than the second predetermined current threshold, the battery management module disconnects either the first contactor or the second contactor.

6. The power control system according to claim 4, wherein, In response to the measured load current being greater than the second predetermined current threshold, the battery management module compares the measured load current with the third predetermined current threshold.

7. The power control system according to claim 6, wherein, In response to the measured load current being less than the third predetermined current threshold, the battery management module selectively closes the third contactor and disconnects one of the first or second contactors in response to the charging state and temperature of the battery system.

8. The power control system according to claim 1, wherein, The first vehicle load among the N vehicle loads includes a motor; and wherein the first fuse among the N fuses has a rated current greater than the rated current of the first fuse.

9. The power control system according to claim 1, wherein, The third contactor is normally open.

10. The power control system according to claim 1, wherein, The third contactor is normally closed.

11. A method for operating a power control system for a battery system of a vehicle, comprising: Connect the first terminal of the first contactor to the first terminal of the battery system; Connect the first terminal of the second contactor to the second terminal of the battery system; Connect the first terminals of N fuses to the second terminals of the first contactor, where N is an integer greater than zero; Connect the first terminals of the N vehicle loads to the second terminals of the N fuses; Active sacrificial protection devices, including the third contactor and the first fuse, meet one of the following criteria: The first terminal of the active sacrificial protection device is connected to the first terminal of the battery system, and the second terminal is connected to the first terminal of the N fuses and the second terminal of the first contactor. or The first terminal of the active sacrifice protection device is connected to the second terminal of the battery system, and the second terminal of the active sacrifice protection device is connected to the second terminals of the N loads and the second terminal of the second contactor; The measured load current flowing through one of the first contactor and the second contactor is sensed; Detect fault current; The third contactor is selectively closed to reduce the current flowing through either the first contactor or the second contactor; and After the third contactor is closed, one of the first or second contactors is selectively disconnected.

12. The method according to claim 11, wherein, The third contactor is selectively closed in response to at least one of fault current, battery health status, battery charging status, and battery temperature.

13. The method of claim 11, further comprising: The error current is calculated based on the measured load current and the commanded total load current, and The error current is compared with a first predetermined current threshold.

14. The method of claim 13, further comprising, in response to the error current being greater than the first predetermined current threshold, comparing the measured load current with a second predetermined current threshold.

15. The method of claim 14, further comprising, in response to the measured load current being less than the second predetermined current threshold, disconnecting one of the first contactor or the second contactor.

16. The method of claim 14, further comprising comparing the measured load current with a third predetermined current threshold in response to the measured load current being greater than the second predetermined current threshold.

17. The method of claim 16, further comprising, in response to the measured load current being less than the third predetermined current threshold, selectively closing the third contactor and opening one of the first contactor or the second contactor in response to the charging state and temperature of the battery system.

18. A power control system for a battery system of a vehicle, comprising: A first contactor, the first contactor including a first terminal, the first terminal being connected to a first terminal of the battery system; The second contactor includes a first terminal, the first terminal including a second terminal connected to the battery system; N fuses, each of the N fuses including a first terminal and a second terminal, wherein the first terminal of the N fuses is connected to the second terminal of the first contactor, and N is an integer greater than zero; N vehicle loads, wherein the N vehicle loads are connected to the second terminals of the N fuses; Active sacrificial protection devices including a third contactor and a first fuse, wherein one of the following is met: The first terminal of the active sacrificial protection device is connected to the first terminal of the battery system, and the second terminal is connected to the first terminal of the N fuses and the second terminal of the first contactor. or The first terminal of the active sacrifice protection device is connected to the second terminal of the battery system, and the second terminal of the active sacrifice protection device is connected to the second terminals of the N loads and the second terminal of the second contactor; A current sensor for sensing a measured load current flowing through one of the first contactor and the second contactor; and The battery management module is configured as follows: The error current is calculated based on the measured load current and the commanded total load current, and the error current is compared with a first predetermined current threshold. In response to the error current being greater than the first predetermined current threshold, the measured load current is compared with the second predetermined current threshold; In response to the measured load current being greater than the second predetermined current threshold, the measured load current is compared with a third predetermined current threshold. and In response to the measured load current being less than the third predetermined current threshold, the third contactor is selectively closed and one of the first or second contactors is opened in response to the charging state and temperature of the battery system.

19. The power control system according to claim 18, wherein, The first vehicle load among the N vehicle loads includes a motor; and wherein the first fuse among the N fuses has a rated current greater than the rated current of the first fuse.

20. The power control system according to claim 18, wherein, The third contactor is normally open.

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