System and method for managing a heterogeneous battery module

Abstract

A battery management system and method that allows a battery pack to be composed of battery modules that can be heterogeneous to each other. A battery pack composed of modules that support the battery management system allows any subset of modules to be easily replaced with modules having different electrochemical characteristics. Each module can also have a controller that manages the battery cells of that module. Battery pack level controllers and module level controllers can be used to virtualize the hardware that they manage, reducing or eliminating the heterogeneous characteristics of the underlying battery cells and modules.

Description

TECHNICAL FIELD

[0001] Embodiments relate to a battery management system for handling modular batteries of different specifications, different ages, and / or different capabilities. BACKGROUND

[0002] Energy storage systems can rely on batteries to store power. For example, in certain existing electric vehicle (EV) designs (e.g., battery electric vehicles, hybrid electric vehicles, etc.), a battery housing installed within an electric vehicle contains a plurality of battery cells (e.g., the battery cells can be installed individually within the battery housing or can each form a respective battery module, with each battery module containing a group of battery cells and each battery module installed within the battery housing). In battery system designs, a common practice is to form a group of battery cells in series. To achieve a desired power and energy capacity, each of 100 battery cells is typically connected in parallel with similar battery cells to form a parallel group.

[0003] When such battery groups are formed from rechargeable battery cells, each battery cell must be maintained within its safe operating limits. Specifically, in the case of lithium-ion batteries, overcharging any single battery cell can lead to a dangerous thermal event or explosion. Conversely, over-discharging any battery cell can cause damage to the battery cell, making it more susceptible to thermal events in subsequent use. In addition to the safe voltage range of the battery cells, the battery cells must also be maintained within maximum current limits and thermal operating ranges to ensure that the battery group can be safely operated throughout the target lifetime. For this reason, existing battery groups must be formed from the same battery cell, such that the electrochemical characteristics and limits of each battery cell within the entire battery group are the same and predictable. SUMMARY

[0004] One embodiment of the present disclosure relates to operating at least one electrical controller that manages a battery group provided with a heterogeneous battery module configuration. The controller or controller system monitors a set of performance attributes associated with a plurality of battery modules of the battery group, the plurality of battery modules connected in series with one another. The controller detects, based on the monitoring, a first set of performance levels of the set of performance attributes associated with a first subset of the plurality of battery modules. The controller detects, based on the monitoring, a second set of performance levels of the set of performance attributes associated with a second subset of the plurality of battery modules. The controller manages one or more battery group-level operational parameters as a function, at least in part, of a difference between the first and second sets of performance levels.

[0005] The controller calculates a capacity of the battery pack from the first and second sets of performance levels, and sends the calculated battery pack capacity to a module-side controller of each of the plurality of battery modules. In response to the sending, the controller receives a state of charge (SOC) of the associated battery module relative to the calculated battery pack capacity from each module-side controller, and manages the one or more battery pack level operational parameters based at least in part on the received state of charge.

[0006] Another embodiment of the present disclosure relates to a battery module provided with a heterogeneous battery module configuration and operated by a module-side controller. The module-side controller determines a set of performance levels of a set of performance attributes of the battery module, and reports the set of performance levels to at least one electrical controller. In response to the reporting, the module-side controller receives one or more battery pack level operational parameters from the at least one electrical controller based on a difference between the set of performance levels of the battery module and a corresponding set or sets of performance levels of one or more other battery modules within the battery pack. The module-side controller then implements one or more module-specific control functions for the battery module in accordance with the one or more battery pack level operational parameters. BRIEF DESCRIPTION OF DRAWINGS

[0007] Embodiments of the present disclosure will become more fully understood from the detailed description given herein below, and thus can be obtained by persons of ordinary skill in the art to which the present disclosure pertains by appropriately applying the detailed description. The following drawings are provided only for illustration of the embodiments of the present disclosure and are not intended to limit the scope of the present disclosure. In the drawings:

[0008] FIG. 1 is a front perspective view of an outer frame of a battery module according to an embodiment of the present disclosure.

[0009] FIGS. 2A-2B is a rear perspective view of an alternative outer frame of a battery module according to an embodiment of the present disclosure. FIG. 1

[0010] FIG. 3A is a cutaway top-down perspective view of an electric vehicle including a battery housing according to an embodiment of the present disclosure.

[0011] FIG. 3B is a cutaway top-down perspective view of an electric vehicle including a battery housing according to an embodiment of the present disclosure. FIG. 3A

[0012] FIGS. 4A-4B is an example of providing an inter-module power connector between battery modules of an electric vehicle according to an embodiment of the present disclosure.

[0013] FIG. 5A is a schematic diagram of a high voltage control system according to an embodiment of a battery management system.​​

[0014] FIG. 5B Low voltage communication schematic according to a battery management system implementation.

[0015] FIG. 5C High and low voltage connection system schematic within a battery module pack according to a battery management system implementation.

[0016] FIG. 5D Main interface controller, battery pack switch contactors and their connections according to a battery management system implementation are shown.

[0017] FIG. 6 Communication sequence schematic according to a battery management system implementation.

[0018] FIG. 7 Battery management flow according to a battery management system implementation is shown.

[0019] FIG. 8 Module management flow according to a battery management system implementation is shown. DETAILED DESCRIPTION

[0020] Various embodiments of the present disclosure are presented below with reference to the accompanying drawings. Alternative embodiments can also be contemplated without departing from the scope of the present disclosure. Furthermore, the present disclosure does not describe in detail well-known elements, or omit descriptions thereof, so as not to obscure important details of the present disclosure.

[0021] Energy storage systems can rely on batteries to store electrical power. For example, in certain existing electric vehicle (EV) designs (e.g., pure electric vehicles, hybrid electric vehicles, etc.), a plurality of battery cells are housed in a battery housing installed within the electric vehicle, which can be individually installed within the battery housing or grouped into respective battery modules, each battery module containing a group of battery cells and each battery module being installed within the battery housing. The battery modules within the battery housing are connected in series via bus bars to a battery junction box (BJB), which distributes electrical power provided by the bus bars to an electric motor for driving the electric vehicle and various other electrical components of the electric vehicle (e.g., a radio, a console, a vehicle heating, ventilation, and air conditioning (HVAC) system, interior lights, and exterior lights such as headlamps and brake lights, etc.). The battery junction box can be under the control of an internal battery pack controller, and a main interface controller can manage the distribution of electrical power provided by the battery pack.

[0022] FIG. 1 Front perspective view of an outer frame of a battery module 100 according to an embodiment of the present disclosure. FIGS. 2A-2B Alternative rear perspective view of an outer frame of a battery module 100 according to an embodiment of the present disclosure. In FIGS. 1-2BIn one example, the battery module 100 is configured for insertion into a battery module compartment. For example, in FIGS. 1-2B In one example, each side of the battery module 100 includes a guide 105 or 215B to facilitate insertion (and / or removal) of the battery module 100 into / from the battery module compartment. In another example, the guide 105 or 215B is configured to fit into a groove inside the battery module compartment to facilitate insertion and / or removal of the battery module 100. An insertion side cover 110 (or end plate) is integral to the battery module 100. After insertion, the insertion side cover 110 can be attached or secured to the battery module compartment (e.g., via securing points 115, etc.) to seal the battery module 100 within the battery module compartment via a sealing system (e.g., rubber ring, paper gasket, sealant, etc.) integral to the cover (or end plate). Although the insertion side cover 110 is shown as integral to the battery module 100 in FIGS. 1-2B In one example, the insertion side cover 110 is integral to the battery module 100. In another example, the insertion side cover 110 is separate from the battery module 100, where the battery module 100 is inserted into the battery module compartment first, and then the insertion side cover 110 is attached.

[0023] Referring to FIGS. 1-2B The insertion side cover 110 includes securing points 115, a set of cooling connections 120, and an overpressure valve 125. In one example, the securing points 115 can be bolt holes for bolts to be inserted, and the set of cooling connections 120 can include input and output cooling tube connections (e.g., through which cooling fluid can be pumped into the battery module 100 to cool one or more cooling plates). The overpressure valve 125 can be configured to open when the internal pressure of the battery module 100 exceeds a threshold (e.g., to prevent explosion or overpressure via outgassing when a battery cell within the battery module 100 experiences thermal runaway).

[0024] In an alternative embodiment, instead of securing points 115 and corresponding flanges, the battery module 100 can be secured within the corresponding battery module compartment via different securing mechanisms (e.g., a clamp such as a U-shaped clamp). For example, the insertion side cover 110 can be clamped to the open end of the battery module compartment for insertion via a metal band. The band can be wrapped around the insertion side cover 110 in a manner that partially covers the top and bottom of the battery housing, and then clamped (e.g., using a U-shaped clamp). In one example, as a safety feature, when the insertion side cover 110 is removed by disassembling the band, the band can be damaged, which can detect that the battery module was removed in an unpermitted manner (e.g., to void a vehicle warranty, etc.).

[0025] Referring to FIGS. 2A-2BThe battery module 100 also includes a set of fastening and positioning members 200 (e.g., for positioning and securing the battery module 100 within the battery module compartment upon insertion) and a set of high voltage connectors 205 (e.g., corresponding to the positive and negative terminals of the battery module 100, each of which can be connected (e.g., via plug-in, peg-in, or screw-in, etc.) to an electrical interface of a battery junction box or another battery module). In FIG. 2A some embodiments, the battery module includes a wired low voltage data port 210A (e.g., for connecting the internal sensors of the battery module 100 to a battery junction box (not shown in FIG. 2A ) via a wired low voltage module-to-tunnel interface (not shown in FIG. 2A ) within the battery module compartment). In FIG. 2B some embodiments, the battery module includes an optional optical low voltage data port 210B (e.g., for connecting the internal sensors of the battery module 100 to a battery junction box (not shown in FIG. 2B ) via an optical low voltage module-to-tunnel interface (not shown in FIG. 2B ) within the battery module compartment). In one embodiment, upon insertion of the battery module 100 into the battery module compartment, the optical low voltage data port 210B can be pressed against the optical low voltage module-to-tunnel interface (not shown in FIG. 2B ) to enable optical signal exchange with the battery junction box via a light pipe within the tunnel space while avoiding dust or other debris. Accordingly, the battery module 100 is configured to secure and connect the fastening and positioning members 200, the high voltage connectors 205, and the low voltage data port 210A or 210B (e.g., via plug-in or press-in sealing, respectively) to corresponding connectors within the battery module compartment upon insertion into the battery module compartment. In this context, the terms "low voltage" and "high voltage" are used to distinguish between data connections (i.e., low voltage) and power connections (i.e., high voltage). Generally, power connections are associated with higher voltages (e.g., suitable for powering drive motors of an electric vehicle), while data connections are associated with lower voltages (e.g., suitable for transmitting data). The optional optical low voltage data port 210B can be omitted or replaced by an electrical port. Thus, the low voltage data connectors 210A and 210B can be coaxial cable connectors, plug-in electrical connectors, or other data connection interfaces (e.g., universal serial bus, serial interface, etc.).

[0026] Various embodiments of the present disclosure described herein relate to inter-module power connectors between battery modules of an energy storage system (e.g., the battery module 100 in FIGS. 1-2B ). As described below, the inter-module power connectors can be partially disposed within a tunnel space defined above the battery module installation area and including electrical interfaces (e.g., plugs or receptacles) that extend downward into the battery module installation area to connect with high voltage connectors (e.g., FIGS. 2A-2Belectrical connection between the high voltage connectors in the battery modules. In one embodiment, the inter-module power connectors can be used to connect at least one pair of battery modules within adjacent battery module bays in series.

[0027] FIG. 3A A cutaway perspective view of an electric vehicle 300A including a battery housing 305A according to an embodiment of the present disclosure is shown. While various well-known components of an electric vehicle 300A (e.g., wheels, axles, etc.) are shown for the purpose of providing general background, these components are not described in detail below for the sake of brevity. The following description is made in conjunction with the accompanying drawings, of which: FIG. 3A FIG. 3A In the description made below in conjunction with the other drawings, the terms "battery housing" and "battery module mounting area" are used somewhat interchangeably. FIG. 3A The battery module mounting area in the present disclosure (and in the other drawings described below) refers to a structure composed of battery module bays configured for insertion of battery modules and sealed by insertion side covers to form a battery housing. In addition, in at least one embodiment, the battery module mounting area is part of the chassis of the electric vehicle 300A.

[0028] Referring to FIG. 3A The battery housing 305A includes ten battery module bays labeled A through J and a mid-bay row 310A disposed between the battery module bays A through E and the battery module bays F through J on either longitudinal side (e.g., left and right sides) of the electric vehicle 300A. Each battery module bay includes a frame (or walls) defining an interior space configured to mate with a corresponding battery module and an insertion side that can be opened to facilitate insertion and / or removal of the corresponding battery module. The mid-bay row 310A can be composed of partitions (or firewalls) separating the battery module bays A through J that are laterally adjacent (e.g., arranged in pairs on either side of the electric vehicle 300A in the width direction). For example, the battery module bays A and F are separated by a firewall, the battery module bays B and G are separated by a firewall, and so on.

[0029] In one embodiment, the mid-bay row 310A can be a single longitudinal "row" extending throughout the battery housing 305A. In this case, the interior side walls of each battery module bay can be attached to the mid-bay row 310A to form the battery module mounting area. In an alternative embodiment, each pair of laterally adjacent battery module bays can be pre-fabricated as a battery module compartment that itself has compartment firewalls separating its corresponding pair of laterally adjacent battery module bays. The individual battery module compartments can be stacked longitudinally to form the battery module mounting area. In this case, the mid-bay row 310A is a combination of the firewalls included in each battery module compartment within the battery housing 305A.

[0030] While the mid-bay row 310A is shown as a single row in the​FIG. 3A The center divider 310A is shown as being centered in the battery housing 305A, but in other embodiments, the center divider 310A can be positioned elsewhere (e.g., closer to one of the two sides to match different battery module specifications on the left and right sides of the battery module mounting area). Moreover, in other embodiments, multiple center dividers can be provided. For example, for a wider vehicle, the width of the battery module mounting area can be greater than the combined length of two battery modules, such that there is a gap between the two battery modules after they are inserted into a pair of laterally adjacent battery module compartments. In this case, each laterally adjacent battery module compartment can use two firewalls individually, such that each battery module can be snugly inserted therebetween with a gap between the two firewalls. The two firewalls can form part of two separate "center" dividers (although each firewall can actually be offset from the center or middle of the battery housing 305A), where the two separate center dividers are either two long "rows" running longitudinally through the battery housing 305A or two assemblies of compartment firewalls within each battery module compartment stacked longitudinally. In at least one embodiment, the gap between the two separate center dividers can be used as a pass-through space (e.g., to facilitate optical communication, low / high voltage bus bar routing, etc.), but in the following embodiments, the pass-through space is confined to above each battery module compartment, not in the gap between laterally adjacent battery module compartments.

[0031] It should be understood that, FIG. 3A The battery housing 305A is shown as including ten battery module compartments A-J for purposes of example only. For example, a longer wheelbase electric vehicle can be configured to have a battery housing including more (e.g., 12, 14, etc.) battery module compartments, while a shorter wheelbase electric vehicle can be configured to have a battery housing including fewer (e.g., 8, 6, etc.) battery module compartments. The battery module compartments A-E are arranged longitudinally (i.e., along the length of the electric vehicle 300A) on the right side of the electric vehicle 300A, while the battery module compartments F-J are arranged longitudinally on the left side of the electric vehicle 300A.

[0032] As used herein, a "battery module" is an enclosure containing a plurality of battery cells, such as lithium-ion battery cells or battery cells made from other electrode materials. Battery modules can be configured to contain prismatic or pouch (sometimes referred to as soft-pack) battery cells, while other battery modules are configured to contain cylindrical battery cells.

[0033] For the purposes of this document, "sealing" of a battery module compartment means at least watertight or liquidtight and optionally airtight (at least against certain gases and / or particles, such as smoke from fire, carbonaceous material, electrolyte particles, dust, and debris). Typically, sealing of a battery module compartment is achieved by welding or gluing (where applicable) its inner walls together and sealing all connection interfaces (such as insert side covers, cooling interface plugs, electrical interfaces, etc.) with a suitable type of sealing means (such as O-rings, rubber gaskets, sealants, etc.). While a battery module compartment can also be airtight (e.g., airtight for all gases), it is not necessarily required (e.g., due to higher cost). Therefore, the sealing structure of a battery module compartment can be constructed to prevent highly probable contaminants (such as liquids like water, flames and / or smoke from fire, carbonaceous material, electrolyte particles, dust, debris, etc.) from entering the battery module compartment from the external environment, and / or to prevent them from spreading from the battery module compartment toward a protected area (such as the passenger space of an electric vehicle). Furthermore, although the following embodiments involve inserting the battery module laterally or sideways into the corresponding battery module compartment, the insertion side of the battery module compartments A to J may also be different for different battery module mounting area structures.

[0034] refer to FIG. 3A The partition 310A is designed to improve the overall rigidity of the battery housing 305A (and thus the overall rigidity of the electric vehicle 300A). In one embodiment, the partition 310A may be located below the passage space 315A, which, similar to the partition 310A, may also be centrally located between battery module compartments A-E and F-J. As described above, the fireproof wall of the battery module compartment containing the partition 310A restricts the propagation of hazardous factors (such as overheating or fire, leakage, etc.) between battery module compartments A-E and F-J. Optionally, the passage space 315A allows battery modules inserted into battery compartments A-J and battery junction boxes (… FIG. 3A Wireless communication (such as optical communication) is performed between the battery modules A-J (not shown in the diagram). In one embodiment, the channel space 315A may be located outside the battery module compartments A-J and effectively positioned above the battery housing 305A in the center of the electric vehicle 300A (e.g., above the center row 310A). Alternatively, the channel space 315A is not limited to above or above the battery housing 305A, but may be vertically aligned (or at the same height) with the battery modules A-J within the battery housing 305A and located between adjacent battery module compartments on both sides of the electric vehicle 300A (e.g., two inner walls or fireproof walls are used to seal each pair of laterally adjacent battery module compartments, and the space between each pair of laterally adjacent battery module compartments forms the channel space 315A).

[0035] Although FIG. 3AWhile not explicitly shown in the illustrated overhead perspective view, bus bars containing the respective inter-module power connectors can be provided along the aisle space 315A to enable electrical connection between battery modules inserted in any of the battery module compartments A-J and the battery junction box.

[0036] FIG. 3B is a circuit diagram based on a cross-sectional overhead perspective view of the electric vehicle 300A according to an embodiment of the present disclosure. Referring to FIG. 3B , the battery junction box 300B is provided at one end of the aisle space 315A proximate to the battery module compartments E and J. The negative terminal of the battery junction box 300B can be connected to one of the electrical interfaces on the battery module compartment J via a high voltage bus bar (e.g., a sealed high voltage bus bar) connected to the negative terminal of the battery module in the battery module compartment J. The positive terminal of the battery module in the battery module compartment J is further connected to one of the electrical interfaces on the battery module compartment J connected to the high voltage bus bar connected to one of the electrical interfaces on the battery module compartment I connected to the negative terminal of the battery module in the battery module compartment I, and so on. In this manner, the battery module in the battery module compartment J can be connected in series (in a daisy chain fashion) to the battery module in the battery module compartment I, which is further connected in series (in a daisy chain fashion) to the battery modules in the battery module compartments H, G, F, A, B, C, D, E, where the positive terminal of the battery module in the battery module compartment E is connected back to the battery junction box 300B via a high voltage bus bar, thereby completing the high voltage power connection between the battery junction box 300B and the battery modules in the battery housing 305A.

[0037] Referring to FIG. 3B , the electrical interfaces and associated bus bars for making electrical connections between battery modules in adjacent battery module compartments are integrated in the inter-module power connectors 305B-325B. These interfaces and battery modules can be managed by an internal battery pack controller as shown in FIG. 5C . In FIG. 3BIn some embodiments, the inter-module power connectors 305B-320B are implemented as "dual-path" inter-module power connectors, which include two separate busbars to form two separate series inter-module electrical connections. For example, the inter-module power connector 305B includes a first busbar to facilitate series electrical connections between battery modules in battery module compartments I and J, and a second busbar to facilitate series electrical connections between battery modules in battery module compartments D and E. In one embodiment, each busbar in each "dual-path" inter-module power connector is configured to series connect a different two battery modules, and thus each busbar is insulated from the other. Alternatively, the inter-module power connectors 305B-320B are implemented as "single-path" inter-module power connectors, which include a single busbar to form a single series inter-module electrical connection between battery modules in battery module compartments A and F.

[0038] Referring to FIG. 3B Each of the inter-module power connectors 305B-320B is configured to connect battery modules in longitudinally adjacent battery module compartments on the same side of the battery housing 305A. For example, the inter-module power connector 305B is configured to series connect battery modules in longitudinally adjacent battery module compartments I and J, and independently series connect battery modules in longitudinally adjacent battery module compartments D and E. In contrast, the inter-module power connector 325B is configured to series connect battery modules in laterally adjacent battery module compartments A and F.

[0039] Referring to FIG. 3B Each of the inter-module power connectors 305B-325B can include one or more busbars (e.g., high voltage busbars) for transmitting electrical power between battery modules in adjacent battery module compartments. In FIG. 3B In one embodiment, some or all of the busbars 330B-370B can include a disconnect component integral therewith. Each integral disconnect component forms a portion of or is fixed to a respective busbar in the inter-module power connector, and is configured to reduce or eliminate voltage in the respective electrical connection in response to a triggering event (e.g., a current surge, heat, etc. that can result from a crash). The integral disconnect component can include a fuse, an explosive component (e.g., a Pyrofuse, etc.), etc., which are described in further detail below. FIG. 3B High voltage busbars 375B-380B are also shown. Each of the high voltage busbars 370B-380B connects a single battery module to the battery junction box 300B, and thus can be part of a module-to-battery junction box power connector, rather than part of an inter-module power connector. Like the inter-module power connectors described above, the high voltage busbars 370B-380B in the module-to-battery junction box power connector can also be sealed.

[0040] Although FIG. 3B As shown in FIG. 3, each battery module compartment can also include a low voltage module-to-tunnel interface (e.g., an optical communication interface, a wired communication interface, etc.) to facilitate connection between the battery modules and the battery junction box 300B, although not shown.

[0041] In one embodiment, centering the busbars (e.g., high voltage busbars 330B-380B and / or low voltage busbars) along the tunnel space 315A in the middle of the electric vehicle 300A helps to keep the busbars away from the impact zone (e.g., the left and right sides of the electric vehicle 300A) of a collision impact, thereby protecting the busbars from damage associated with a collision impact. Similarly, defining the tunnel space 315A above the mid-rib 310A (which can form a "spine" of the battery housing 305A by high strength metal) can help to protect the busbars and the tunnel space 315A as a relatively protected area (e.g., from damage associated with a collision impact, etc.). The tunnel space 315A can also serve as an electromagnetic shielding structure to protect the busbars from external electromagnetic interference. In one embodiment, the busbars can be attached to the top of the battery module compartment near the fire wall, such that the tunnel space 315A remains substantially hollow to facilitate the low voltage busbars or optical communication interface to be disposed therein. As noted above, the central busbars can include low voltage (or data) busbars (not shown) as well as high voltage (or power) busbars (e.g., busbars 330B-380B), although the low voltage busbars can be omitted when an optical communication interface (e.g., a light pipe) is employed (e.g., since there is no need to communicate with the battery modules via low voltage lines).

[0042] In one example of an implementation in which the access space 315A is defined above the battery housing 305A, each pair of laterally adjacent battery module compartments can include a set of apertures located proximate the access space 315A and aligned in a direction perpendicular to the direction of battery module insertion or extraction (e.g., in the case of lateral or side insertion, the apertures can be located on the upper or top wall of the battery module compartments). The electrical interfaces of the inter-module power connectors are mounted within respective ones of the set of apertures for connecting the battery modules to the busbars 330B-370B within the access space 315A. For example, each inter-module power connector can be first mounted above the battery housing 305A within the access space 315A in a manner such that the respective electrical interfaces extend downwardly into one or more respective apertures, and then secured and sealed. Subsequently, when a battery module is inserted into a battery module compartment, the electrical interfaces (e.g., plugs, sockets, etc.) of the battery module's positive and negative terminals align with the electrical interfaces (e.g., plugs, sockets, etc.) of the inter-module power connectors, such that when the battery module is fully inserted into the battery module compartment, the electrical interfaces of the battery module connect with the electrical interfaces of the inter-module power connectors, and when the battery module is extracted from the battery module compartment, the electrical interfaces of the battery module disconnect from the electrical interfaces of the inter-module power connectors. As an alternative to the implementation in which the battery module connects with the inter-module power connector via a plug when inserted, the high voltage busbars within the inter-module power connector can instead be manually secured to the electrical interfaces of the battery module. For example, the high voltage busbars can be first secured to the electrical interfaces of the battery module, and then covered or sealed by a further cover. In this case, connecting the inter-module power connector to the electrical interfaces of the battery module can correspond to the portion of the high voltage busbars that are secured to the electrical interfaces of the battery module (e.g., as opposed to the plug / socket mechanism for making the electrical connection between the inter-module power connector and the battery module).

[0043] In one embodiment, the electrical interfaces of the inter-module power connectors can connect battery modules on both sides of the battery module mounting area. For example, the inter-module power connector 305B can connect battery modules within battery module compartments I and J on one longitudinal side of the battery housing 305A in series, as well as battery modules within battery module compartments D and E on the other longitudinal side of the battery housing 305A in series. With this sequential electrical connection link between battery modules from one battery module compartment to the next, a high voltage can be obtained at the battery terminal block 300B when the last battery module is inserted (e.g., when each of the battery module mounting compartments A-J has been inserted with a battery module).

[0044] The electrical interface on each inter-module power connector 305B-325B can be sealed (e.g., by a plastic cover, rubber grommet, sealant, seal ring (e.g., axial or radial O-ring), etc.) to seal each battery module compartment from the outside environment (e.g., so that no liquid can enter or escape from the battery housing 305A after all of the battery module compartments are closed). In one embodiment, no such seal is provided between the battery modules electrically connected via the electrical interface of the inter-module power connectors 305B-325B (e.g., a gap can be defined within the inter-module power connectors 305B-325B to allow air to flow between the respective adjacent battery modules). In one embodiment, the inter-module power connectors 305B-325B can be secured above the battery housing 305A in the channel space 315A by pegs or screws.

[0045] In one embodiment, by providing the inter-module power connectors 305B-325B on the battery housing 305A in the channel space 315A, a worker (e.g., an assembly worker in a vehicle assembly factory when assembling the electric vehicle 300A, a service worker, etc.) can be shielded from dangerous high voltage when operating a particular set of battery module compartments. For example, as described above, the busbars 330B-370B of each battery module compartment can be provided in an interior or central portion of the electric vehicle 300A, and the worker can be positioned outside of the electric vehicle 300A when inserting the battery modules laterally, thereby achieving shielding from the busbars 330B-370B in the central location.

[0046] In particular, when inserting a battery module that includes an integral cover (or end plate), the worker can insert the battery module into the battery module compartment and connect the battery module to at least one corresponding busbar (e.g., via the electrical interface of one or more inter-module power connectors, where the worker can connect the battery module by pushing or sliding the electrical interface of the battery module into the corresponding electrical interface of the one or more inter-module power connectors). The worker can then secure the cover (or end plate) to the battery module compartment (e.g., by tightening a bolt, etc.) to achieve sealing of the battery module compartment. Similarly, when removing the battery module, the worker can first release or unlock the cover attachment mechanism (e.g., by removing a bolt, etc.) and then slide the battery module out of the battery module compartment. Accordingly, in at least one embodiment, the worker need only operate the battery module and its corresponding busbar in a particular set of battery module compartments once during insertion or removal, and is not exposed to the danger of the central high voltage busbars 330B-370B.

[0047] In one embodiment, the battery junction box 300B may also be located at one end of the electric vehicle 300A in the longitudinal direction, above the battery housing 305A in the middle or center (lateral direction). For example, to simplify and / or shorten the power wiring and improve safety, the battery junction box 300B may be located at one end of the battery housing 305A in the longitudinal direction above the battery module compartments E and J, or at the other end of the battery housing 305A in the longitudinal direction above the battery module compartments A and F. In one embodiment, by placing the battery junction box 300B at the middle position (lateral direction) of the electric vehicle 300A above the passage space 315A, the busbars 330B to 370B can extend within the passage space 315A, thereby shortening the electrical connection length between the battery junction box 300B and the battery module. However, it should be understood that the battery junction box 300B can be located anywhere in the electric vehicle 300A, and does not necessarily need to be strictly arranged according to... FIG. 3B The location shown is near battery casing 305A.

[0048] The above is for reference only. FIGS. 3A-3B The described battery housing 305A can be based on various battery module mounting area structures, such as a lateral insertion battery module mounting area structure (e.g., the battery module is inserted into the battery module mounting area from the left or right sides of the electric vehicle). The following embodiments are described using this lateral insertion battery module mounting area structure as an example. However, although not explicitly shown in the figures, other battery module mounting area structures can also be used, such as a vertical insertion battery module mounting area structure (e.g., the battery module is inserted into the battery module mounting area from the top or bottom of the electric vehicle), a hinged insertion battery module mounting area structure (e.g., the battery module compartment is attached to a hinge so that the battery module compartment can rotate upwards or downwards via the hinge to achieve battery module insertion), etc.

[0049] FIGS. 4A-4B The illustration shows an embodiment of providing inter-module power connectors between battery modules in an electric vehicle according to this disclosure. Specifically, FIGS. 4A-4B The image shows an example of a lateral insertion battery module mounting area structure for an electric vehicle battery housing.

[0050] refer to FIG. 4A The electric vehicle chassis 400A includes a battery module mounting area 405A, which includes battery module compartments located on the left side of the electric vehicle chassis 400A. These battery module compartments are configured to accommodate battery modules 710A to 735A via a left-side lateral insertion method. FIG. 4A In the diagram, battery modules 410A to 425A are shown in different degrees of lateral insertion, while battery modules 430A to 435A are shown in a fully inserted state. Although FIG. 4AAs best shown in FIG. 4A, the battery module mounting area 405A can also include battery module compartments on the right side of the electric vehicle 400A configured to receive additional battery modules 41 OA-435A via right-side transverse (or lateral) insertion. More specifically, the insertion side of the battery modules 41 OA-435A corresponds to the left side of each battery module compartment (in the longitudinal direction) on the left side of the electric vehicle 400A, while the insertion side of the battery modules of the battery module compartments on the right side of the electric vehicle 400A corresponds to the right side of each battery module compartment (in the longitudinal direction). A rocker panel 445A can also be attached to the electric vehicle 400A.

[0051] Referring to FIG. 4A , a battery junction box 450A is mounted above the battery module mounting area 405A and is electrically connected to the battery modules 41 OA-435A (and the right-side battery modules, not explicitly shown) via inter-module power connectors 455A. In addition, a battery module controller (as shown in FIG. 4B) connected to the battery junction box 450A is in communication with each battery module via a low-voltage bus 460A, although in other embodiments, the communication can be via an optical communication interface (e.g., a light pipe). FIG. 4A FIG. 4A , although not explicitly shown in FIG. 4A, each inter-module power connector 455A and low-voltage bus 460A can be disposed within the protected channel space 415B as shown in FIG. 4B. FIG. 4A FIG. 4B

[0052] Referring to FIG. 4B , another electric vehicle chassis 400B is shown having a battery module mounting area 405B. In this figure, the battery modules 41 OB are shown at various stages of insertion into the battery module mounting area 405B. A set of central mounting busbars 420B define a channel space 415B above the battery module mounting area 405B. FIG. 4B A battery junction box 425B is also shown in FIG. 4B, which is configured to connect to each battery module via both a low-voltage bus 430B and inter-module power connectors 435B. Although not explicitly shown in FIG. 4B, the low-voltage bus 430B and inter-module power connectors 435B can be first installed within the channel space 415B and then sealed (e.g., via bolting or screwing above the battery module mounting area 405B). In addition, although the battery junction box 425B, low-voltage bus 430B, and inter-module power connectors 435B are shown as floating above the battery module mounting area 405B, in other embodiments, the battery junction box 425B, low-voltage bus 430B, and inter-module power connectors 435B can be mounted to the chassis 400B. FIG. 4B FIG. 4B ​​​​The battery junction box 425B is shown mounted above the middle battery housing section, but it should be understood that this is for convenience of illustration only, as the battery junction box 425B is actually mounted proximate the passage space 415B, while the low voltage bus bar 430B and the inter-module power connectors 435B are actually mounted inside the passage space 415B. The inter-module power connectors 435B can be managed by an internal battery pack controller that manages the flow of power to the battery module 410B.

[0053] While the inter-module power connectors in the above embodiments are used to increase the voltage level supplied to the battery junction box 300B by forming series connections between the battery modules within each battery module compartment, in alternative embodiments, some or all of the inter-module power connectors can be configured to increase current by forming parallel connections between the battery modules within each battery module compartment. Thus, depending on whether more current or higher voltage is desired, the specific type of connection formed by the inter-module power connectors can vary from embodiment to embodiment.

[0054] FIG. 5A A schematic diagram of a high voltage control system 500 in accordance with an embodiment of a battery management system.

[0055] Referring to FIG. 5A The schematic diagram shows high voltage power connections that transfer energy from battery modules 510A-513A, 510B-513B, 510C-513C to a vehicle system. The battery modules 510A-513A are located in a battery pack 503, the battery modules 510B-513B are located in a battery pack 505, and the battery modules 510C-513C are located in a battery pack 507. The three battery packs 503, 505, 507 can collectively form part of a vehicle power system 501 or other power source. FIG. 5B Low voltage communication connections between the controllers are shown. FIG. 5C The high voltage and low voltage connections within each battery pack are shown in more detail.

[0056] The battery packs (e.g., 503, 505, 507) can each include an internal pack controller 514A, 514B, or 514C. The internal pack controller 514A of the battery pack 503 can control the current flow into and out of the battery pack 503, for example, through a switch on one terminal and a variable resistor on another terminal. The internal pack controller can communicate directly with the modules within the battery pack and can include shunt and coulomb counters within the primary circuit for monitoring the modules connected in series. The internal pack controller can also be referred to herein as a junction box, switch box, battery junction box, or S-Box, or can form part of these hardware components. The battery modules themselves can be connected in series within the battery pack. The negative terminal of each battery pack is shown in dashed line and extends to an application contactor 540, which can be implemented as a switching device for applying or receiving power at 552, 554, 556. The master interface controller 540 can also receive power through an auxiliary connection 558, which can be used to further deliver power to other controllers and modules.

[0057] In one embodiment, the vehicle system or load can be the vehicle power supply 552 and AC / DC or DC / DC converter 556, and the input can be a battery charger 554. The switches and resistors controlled by the internal pack controller 514A can regulate the battery pack 503, for example, and enable coordination between modules and interaction with the module-level controllers. FIG. 5B and FIG. 5C The control architecture of the battery pack is shown in further detail in FIG. 5. The internal pack controller 514A controls the voltage and current of the high voltage connections of the external terminals.

[0058] The positive terminals of the battery packs 503, 505, 507 are connected to a battery switch contactor 530, which can be implemented as a series of switches controlled by a microcontroller for regulating the power input / output to / from each battery pack. The battery switch contactor 530 can be controlled by a master interface controller 520, which is the central control unit of the battery management system 500. The master interface controller 520 can also control the switching of the application contactor 540. The battery switch contactor 530 can receive control signals from the safety interlock 550 along with the application contactor 540. The master interface controller 520 is the control unit that adapts one or more battery packs to a specific application (e.g., car, truck, stationary storage). The master interface controller can directly control functions for a typical application, such as safety contactors, charging, and connection to a vehicle control unit (e.g., electronic control unit).

[0059] The master interface controller 520 also transmits auxiliary voltage power to the positive and negative terminals of each battery pack 503, 505, 507. Such power lines are not shown in FIG. 5. FIG. 5AAs shown, it is used to supply vehicle power to the main interface controller 520. The main interface controller 520 receives power via the aforementioned power line and functions as a switch, preferably as a switch replacing the battery pack switch contactor 530 and the application contactor 540, to control the auxiliary power supply as needed. The voltage or current of this redundant power supply may be lower than one or more of the load, vehicle power supply 552, or DC / DC converter 556 in normal operating condition.

[0060] FIG. 5B This is a schematic diagram of low-voltage communication according to an implementation of a battery management system.

[0061] refer to FIG. 5B The diagram shows battery packs 503, 505, and 507, as well as... FIG. 5A Information or control signal flows along different lines or paths of medium and high voltage power flow. Alternatively, or in some cases, the illustrated information flow can be transmitted by modulating the current in one or more high-voltage paths and detected by various controllers connected to the high-voltage system. In each of these two scenarios, modules 510A–513A can be derived from, for example… FIG. 5B The information network shown is connected in series.

[0062] FIG. 5B The diagram illustrates a low-voltage (LV) communication connection. The intra-module connections are shown as a ring structure, similar to the high-voltage connections, where modules are connected in series. Inter-module connections can also be a central-radial structure using a module controller, or a bus structure. The low-voltage connections can follow the same topology as the high-voltage primary circuit that connects each module in series.

[0063] The main interface controller 520 can serve as the central controller of a controller network. Specifically, the control or feedback of each battery pack 503, 505, 507 can originate from or terminate at the main interface controller 520. The main interface controller 520 can also send control signals to the battery pack switch contactor 530 and the application contactor 540 to control the arrangement or setting of the switches. The main interface controller 520 can be a dedicated power control or battery management circuit or processor. Alternatively, the main interface controller 520 can also be integrated with the vehicle's electronic control unit (ECU).

[0064] like FIG. 5BAs shown, the information flow can have a hierarchical structure. That is, control decisions made locally (e.g., within a module or battery pack) are managed by local controllers (e.g., internal battery pack controller 514A). Similarly, each successive level of controllers can filter monitoring or feedback data so that only the information needed by higher level controllers is forwarded. Each level of controller can re-characterize or re-package data collected by lower level controllers or monitoring devices. The master interface controller 520 can not be the highest level controller and can receive power distribution commands, switch control instructions, or power mode change signals from the vehicle's electronic control unit or the vehicle's engine controller. In addition, the master interface controller 520 can receive information or feedback from monitoring circuits within the battery pack switch contactors 530 and the application contactors 540.

[0065] The master interface controller 520 and internal battery pack controllers 514A-514C can collectively function as a module level controller and gateway between the module level monitoring circuitry and the vehicle electronic control unit. As a gateway, the internal battery pack controllers 514A-514C and master interface controller 520 can perform transformation, re-packaging, compression, filtering, and other conversion operations on data for use by other parts of the network (e.g., application contactors 540). This is particularly important for heterogeneous implementations of battery packs that can have different monitoring circuitry or transmission protocols from different suppliers or manufacturers. By virtualizing the battery pack with internal battery pack controllers, the master interface controller 520 treats the battery pack as a homogeneous battery pack or connects to it as a homogeneous battery pack. In the case of a heterogeneous battery pack (e.g., 503 is different from 505 at a higher level than the module), the master interface controller 520 can perform other interoperability functions. Similarly, if a battery module such as 511A or 511C is upgraded or refurbished (particularly in the case of non-Original Equipment Manufacturer (OEM)), the internal battery pack controller can perform interoperability functions for such modules.

[0066] In some implementations of the gateway, the battery pack switch contactors 530 and application contactors 540 can be included in the gateway. The battery pack switch contactors 530 can receive various control protocols openly without transformation by the master interface controller 520. In particular, these switch packs can receive commands from upstream controllers (e.g., electronic control unit) with different protocols, where the commands can or can not be transmitted through the master interface controller 520. The internal battery pack controllers and master interface controller of the battery management system can be hardware, software, or a combination thereof, including Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs), or processors configured with executable software instructions, among other implementations.

[0067] At the module level, the illustrated serial connection not only enables connection to the internal pack controller 514A, for example, but also enables connection of each module to other modules within the pack, enabling cooperative and balanced management at the module level or sub-pack level. Moreover, because the modules can be connected by dedicated information connections, these connections need not coincide with the serial connection of the power or high voltage connectors. Conversely, the information or low voltage network of the modules (e.g., 510B-513B) can be implemented by a parallel connection, for example, to enable modules to be controlled in pairs (e.g., 510B and 512B) or in groups. In this way, efficiency can be achieved and cost reduced. Moreover, the wired connections of the modules and / or internal pack controllers can be replaced by wireless connections or other data link connections. In particular, the host interface controller 520 can be connected to the vehicle to enable additional external communication over line 599.

[0068] FIG. 5C System diagram of high voltage and low voltage connections within a pack of battery modules according to embodiments of the battery management system.

[0069] FIG. 5C The illustrated embodiment provides a detailed view of the data link and high voltage connections within a single pack (here, pack 503). It is important to note that the pack 503 is shown with N battery modules (where N is any integer) as indicated by the ellipses between the end modules. FIG. 5A And FIG. 5B Any of the packs 503, 505, 507 can be implemented by one or more modules. Moreover, each pack of the power system 501 need not have the same number of modules. In fact, one of the advantages of the present battery management system is that it can handle heterogeneous packs and / or battery modules. The battery cells of each module (e.g., 511A) are shown flanking the battery electrical symbol. The pack 503 can be a pack as shown in FIG. 3B and FIG. 5C The inter-module power connectors 305B-325B that serially connect the modules 511A and 513A to other modules are also shown (but not labeled) in

[0070] In particular, FIG. 5C The battery cell module controllers 571-576 within each module are shown, each connected between the positive and negative terminals of the module. In this way, the battery cell module controllers 571-576 can be powered by the battery cells that they manage. Similarly, FIG. 5CA detailed view of the battery module 503 illustrates another level: the battery cell architecture. Any number of battery cells can be provided within each module. The number of battery cells can have an impact on the energy storage capacity and output voltage, but can be handled by the heterogeneous battery management system. The battery cells can also be characterized by their chemical composition (e.g., lithium ion, lithium polymer, lead acid).

[0071] The battery cell module controller 573, for example, can be configured to store or detect a battery cell model for the battery cells within the respective module 511 A as a management object. The battery cell model can predict or characterize a discharge curve, a charge curve, thermal limits, optimal operating ranges for current draw, temperature, and switch switching, a number of battery cells, and / or degradation of performance over time. In addition, the battery cell module controller 573 can be configured to detect one or more of these battery cell parameters and build or refine the battery cell model. The battery cell module controller 573 and other components of the battery management system can be hardware, software, or a combination thereof, including an application specific circuit (ASIC), a field programmable gate array (FPGA) or a processor configured with executable software instructions, among other implementations.

[0072] The battery cell module controller can be connected to one or more battery cells within the module to detect the voltage of the battery cells, among other functional parameters. Similarly, the battery cell module controller can selectively exclude a battery cell from contributing to the module through a shunt or other switchable bypass. This can extend the life of the module 511 A as the battery cells degrade over time. The battery cell module controller can be aware of the chemical composition of the battery cells and the arrangement or grouping of the battery cells. The battery cell module controller can also use various switch switching techniques to balance loads that require power from the battery module 511 A and act on one or more battery cells within the module. In particular, the output voltage of the module can be adjusted by switching one or more battery cells from a series configuration to a parallel configuration. The battery cells can be in the form of cylindrical, prismatic, or pouch.

[0073] The battery cell module controller 573 can also encode or record operational limits (e.g., amp-hour values) of the battery module 511 A, or periodically send them to the master interface controller 520 or the internal pack controller 514A. Since these operational limits can change over time, the battery cell module controller 573 can be connected to one or more monitoring circuits or sensors internal to the battery module 511 A to measure or derive these operational limits. Some such operational limits can include: charge and discharge current limits at pulse or continuous charge / discharge; maximum and minimum voltage limits; thermal limits in operating and idle states; state of charge; state of health. Importantly, if the battery module 511 A is judged to be approaching, at, or exceeding an operational limit, the battery cell module controller can initiate a bypass procedure to bypass the battery cell of the module, while maintaining the series connection of the pack. The bypass procedure can be combined with a nearby module (e.g., 513A) or the internal pack controller 514A. Other error correction measures include battery cell rebalancing, shutting down battery cells, charging battery cells, and other battery cell level adjustment measures.

[0074] Finally, for heterogeneous modules or battery cells, the battery cell module controller can be used to abstract the module and its underlying battery cells into one or more standardized module forms, or to abstract the module into individual cells of a battery. A battery module can be composed of different kinds of battery cells combined into parallel groups (P) connected in series (S), such that the module has S x P battery cells. Thus, in some cases, interoperability can include the case where the battery cell module controller 573 acts as a single battery cell to the upstream controller, and improves the functionality and performance of the battery cells within the module 511 A. By abstracting or virtualizing the module to conform to a smaller set of standard battery cells or modules, interoperability with third party systems and protocols at higher levels of abstraction within the management system can be improved. For example, the battery cell module controller 573 can virtualize a newly replaced battery module to resemble the age of the nearby modules or an age set by the internal pack controller 514A. In this way, the organization of the battery cells within the module and their chemistry need not be known or detectable information to a controller external to the module or at a higher level.

[0075] The internal battery pack controller 514A is also connected to the battery pack switch contactor 530 through high voltage input / output (I / O) contacts 581 and 584, with contact 581 being the positive terminal and contact 584 being the negative terminal. The internal battery pack controller 514A provides a data communication link to the main interface controller via low voltage communication line 582. In addition, the output of the internal battery pack controller 514A is connected to an auxiliary power line 583, which can bypass the battery pack switch contactor 530 and go directly to the main interface controller 520. In this way, the main interface controller 520 can provide auxiliary power to the vehicle in certain situations or modes, such as after a safety interlock is engaged.

[0076] Like other internal battery pack controllers, the internal battery pack controller 514A can implement a shunt emergency shutdown, and provide a coulometer 519 that monitors the charge flowing out of the battery pack 503, as well as a high temperature fuse 518 that implements a safety disconnect at the positive terminal 581, which is activated by temperature or other fire indications. The shunt is shared and used by all modules. That is, each internal battery pack controller makes current measurements as well as coulometry measurements. By making such measurements available to all modules, a coordination purpose is achieved. In this way, the module itself does not bear the component cost of both. The high temperature fuse 518 can be used for a one-time emergency disconnect if the internal battery pack controller 514B determines that it is necessary. The high temperature fuse can also be activated by an overcurrent condition or an overvoltage condition, which can indicate that the battery pack is failing or is likely to cause a fire.

[0077] At the next level of control or management, the internal battery pack controller 514A also provides functionality that abstracts the battery pack 503 composed of modules. Using the abstracted data of each module, the internal battery pack controller 514A can, for example, calculate the capacity, discharge curve, or current limit of the battery pack. In addition, other operational limits and parameters can be calculated from the information obtained from the cell module controllers. From FIG. 5A As can be seen, the main current circuit of each battery pack 503, 505, 507 is wired through the respective internal battery pack controller 514A-C. Similarly, as shown in FIG. 5B the data information flow from the battery modules 511B and 513B is transmitted, for example, through the respective internal battery pack controller 514B.

[0078] Thus, the internal battery pack controller 514B understands the performance of the module and battery pack not only based on data received from the battery cell module controller, but also based on the actual current and voltage passing through it. The internal battery pack controller 514B can also send information such as battery pack capacity back to the battery cell module controller. Each internal battery pack controller can send battery pack capacity, battery pack voltage, battery pack temperature, temperature-related discharge current limits (pulse / continuous), temperature-related charging limits (pulse / continuous), and battery pack thermal limits.

[0079] FIG. 5D The diagram shows the main interface controller, battery pack switch contactor, and their connections according to an implementation of the battery management system.

[0080] refer to FIG. 5D The figure illustrates an example circuit structure of the inputs to the main interface controller 520 and the battery pack switch contactor 530 according to one embodiment. For FIG. 5A Each of the three battery packs 503, 505, and 507 has a high-voltage switch in its battery pack switch contactor 530. These switches are controlled by a power control line 594 that connects the main interface controller 520 to the battery pack switch contactor 530. Furthermore, these switches are controlled by a safety interlock device 550. The output of the battery pack switch contactor 530 is connected to a “power source” as shown in the figure, which is used to apply a high-voltage connection to the vehicle or contactor 540. The main interface controller 520 can select only one battery pack (such as battery pack 505) at a time, so that the other battery packs 503 and 507 are used to increase the vehicle's capacity, rather than for the supplied power.

[0081] like FIG. 5C As shown, in addition to battery pack power outputs 581 and 584, the internal battery pack controller also has two outputs. Specifically, there is a communication line 582 for battery pack 503 and an auxiliary power input 583 from the main interface controller 520. FIG. 5D The connection 591 is shown in the diagram. Other battery packs 505 and 507 also have such connections 592 and 593, respectively. Furthermore, the main interface controller 520 is shown with connections 591, 592, and 593, each with two paths. Each input 591–593 provides an auxiliary power connection to the internal battery pack controllers 514C, 514B, and 514A, respectively. Since these auxiliary power connections may always need to draw power from the vehicle to power the controllers, they can remain always on. Moreover, the auxiliary power connections can be under the control of the main interface controller 520 so that the auxiliary power supplied by the vehicle via power input 597 has a specific voltage. Accordingly, the main interface controller 520 may include one or more switches for controlling this auxiliary power supply.

[0082] The main interface controller 520 also receives feed data from the internal battery pack controllers 514A-514C through the various connections 591-593. Specifically, the main interface controller 520 can receive information related to the battery pack capacity, battery pack voltage, battery pack current limit, battery pack current discharge limit at temperature (pulsed / continuous), battery pack current charge limit at temperature (pulsed / continuous), battery pack temperature, and battery pack thermal limit. The main interface controller 520 can send at least a portion of this information, such as the battery pack capacity, to the vehicle computer or engine controller through the communication link. The main interface controller 520 can also receive and execute commands from the communication link 599. For example, the main interface controller 520 can determine or receive instructions to switch between battery packs, control the battery pack contactors 530 or apply contactors 540, switch to a charge mode, a fast charge mode, a motion discharge mode, or a full life cycle discharge mode.

[0083] The main interface controller 520 can calculate the battery pack limits and capacity estimates for all battery packs and provide them to the vehicle interface through the communication link 599. The main interface controller 520 can also provide thermal management functions including regulating temperature by switching battery packs through the switches. The communication connection 595 is connected to the apply contactors 540 to control the switching of the power source between the various high voltage vehicle systems to which the apply contactors are connected. The apply contactors 540 can be set and controlled in a similar manner to the switch set of the battery pack controller contactors 530. FIG. 5D

[0084] FIG. 6 A schematic diagram of a communication sequence according to an embodiment of the battery management system.

[0085] Reference is made to FIG. 6 ​The diagram shows the communication flow between the battery cell module controllers, the internal pack controller, and the master interface controller 520 of the battery management system 500 according to one embodiment. The battery cell module controllers 571-576 can send, for example, the limits of each module (such as current limits (amperage)) and the safety limits of each module including thermal limits 610 to the internal pack controller 514A. The internal pack controller 514A can calculate the minimum current limits (charge / discharge), pack voltage, pack capacity, and pack thermal limits from the information 610 received from the battery cell module controllers. The internal pack controller 514A can send periodic updates 620 including the pack capacity and other parameters calculated by the internal pack controller to the master interface controller 520. The internal pack controller 514A can then send the pack capacity or pack limits back to each battery cell module controller 571-576 as a send content 630 so that the modules can rebalance or adjust. It is important for optimal utilization of the modules to be able to balance the modules that are different from each other. A ratio-based approach is one approach, but other approaches can also be used.

[0086] In addition, the battery cell module controllers 571-576 can calculate the apparent state of charge of the module individually or in cooperation with each other from the pack capacity, not the calculated initial module capacity. The battery cell module controllers 571-576 then send the calculated state of charge (SOC) or available capacity limit of each module back to the internal pack controller 514A. In this way, the internal pack controller can represent a set of different modules as a single set of battery limits for the master interface controller 520. The measurements taken by the battery cell module controllers can be cell voltage measurements, cell temperature measurements, current measurements through the module.

[0087] More specifically, each P group (parallel group) of modules or individual modules can perform a duty cycle calculation. From a reference condition including current measurements by the internal pack controller 514A and the state of charge reported by each module, the internal pack controller 514A can periodically enable a balancing ratio measurement by informing each battery cell module controller. Each battery cell module controller 571-576 can measure the state of charge of each P group within the module and report the minimum apparent state of charge of all P groups to the internal pack controller 514A. The internal pack controller 514A can then find the minimum apparent state of charge of all modules and report this pack-level minimum P group state of charge to all modules. Each module then adjusts the duty cycle of each P group balancing resistor according to the difference between the P group state of charge and the pack minimum P group state of charge.

[0088] The battery management system can perform both active and passive types of balancing. Active balancing is achieved by charging the lower voltage cells from the higher voltage cells, reducing the voltage difference between the cells until all cells are closely matched, or the battery is fully charged or uniformly producing voltage. Passive balancing includes P- set cycling and can be achieved by placing a resistor in parallel across each cell that is switched on when the cell voltage is above a threshold to discharge the P-set, so that the available discharge capacity of all P-sets can be adjusted to the same level.

[0089] As part of the duty cycle balancing function, each module (or cell module controller) can report its minimum duty cycle for all P-sets to the internal pack controller 514A, which then determines the minimum duty cycle for all modules. The internal pack controller 514A can communicate this minimum duty cycle to all modules, and all modules within the pack can then balance their duty cycles by subtracting this minimum value.

[0090] FIG. 7 A battery management process according to an embodiment of the battery management system is shown.

[0091] FIG. 7 A battery management process according to an embodiment of the battery management system 500 is shown. The process can begin at the start of a charging process, the start of a vehicle, or other initialization sequence. In 702, the system can monitor a set of performance attributes associated with a plurality of battery modules associated with a battery pack, the plurality of battery modules connected in series with each other. The monitored performance attributes are, for example, as described above in connection with the description of the battery management system 500. FIG. 5B and FIG. 5C as described above.

[0092] In 704, the system can detect, based on the monitoring, a first set of performance levels of a set of performance attributes associated with a first subset of the plurality of battery modules. In particular, the internal pack controller can detect or calculate the performance levels.

[0093] In 706, the system can detect, based on the monitoring, a second set of performance levels of a set of performance attributes associated with a second subset of the plurality of battery modules. In particular, the internal pack controller can detect or calculate the performance levels.

[0094] In 708, the system can manage or set one or more battery pack level operational parameters based at least in part on the difference between the first and second set of performance levels. That is, the battery modules can have heterogeneous characteristics that are managed by the battery management system 500, or more specifically, by the internal battery pack controller and the master interface controller 250. The one or more battery pack level operational parameters include a battery pack level capacity, a battery pack level voltage, a battery pack level discharge current limit, a battery pack level charge current limit, a battery pack level thermal limit, a battery pack level minimum P-pack duty cycle, or any combination thereof.

[0095] Each of the plurality of battery modules can include a plurality of parallel battery cell groups (P-groups). The set of performance attributes can include a minimum state of charge (SOC) of the plurality of P-groups of each battery module. The set of performance attributes can further include a minimum duty cycle of the plurality of P-groups of each battery module. The one or more battery pack level operational parameters can include one or more battery pack level safety limits. The first set of performance attributes can include one or more module specific safety limits. The set of performance attributes includes a module specific capacity, a module specific voltage, a module specific discharge current limit, a module specific charge current limit, a module specific thermal limit, a module specific state of charge (SOC), or any combination thereof.

[0096] The battery management system can calculate a battery pack capacity from the first and second set of performance levels, send the calculated battery pack capacity to a respective module side controller of each of the plurality of battery modules, and receive a state of charge (SOC) of the associated battery module with respect to the calculated battery pack capacity from each respective module side controller after the sending. The system can manage the one or more battery pack level operational parameters based at least in part on the received state of charge. The battery management system can determine a minimum value among the minimum state of charge and send the determined minimum value among the minimum state of charge to a respective module side controller of each of the plurality of battery modules to adjust a P-pack duty cycle. The one or more module specific safety limits can be adjusted to comply with the one or more battery pack level safety limits, or the one or more module specific safety limits can be independent of the one or more battery pack level safety limits.

[0097] FIG. 8 A module management flow according to an embodiment of the battery management system is shown.

[0098] A module side controller of a battery module of a battery pack having a heterogeneous battery module structure can manage the battery module according to FIG. 8 A management of a battery module is shown in an example flow. In 802, the controller can determine a set of performance levels of a set of performance attributes of the battery module. The set of performance attributes can be known values, or encoded in the module at the time of manufacture, and represent the chemical composition of the battery and other fixed performance parameters.

[0099] At 804, the controller can report the set of performance levels to at least one electrical controller. At 806, the controller can receive, from the at least one electrical controller, one or more battery pack level operational parameters based on a difference between the set of performance levels of the battery module and a corresponding set or sets of performance levels of one or more other battery modules within the battery pack as a result of the reporting.

[0100] At 808, the controller can implement one or more module specific control functions for the battery module in accordance with the one or more battery pack level operational parameters. The controller can determine the correct course of action in accordance with the battery pack level parameters and rebalance or change the duty cycle of the battery cells within the module.

[0101] The battery architecture can be based on a set of battery modules with heterogeneous characteristics among each other. While the battery modules themselves can be composed of similar and well-matched battery cells, this requirement does not exist among the modules that make up the battery pack. Take, for example, a battery pack composed of 5000 battery cells, where each parallel group has 50 battery cells, and 100 parallel groups are stacked in series (i.e., 100S x 50P). The stack of battery cells can be evenly divided into 10 modules, each with 500 battery cells within each module. Each module has a similar configuration with parallel groups, each composed of 50 battery cells (10S x 50P). The above battery management approach does not require that each parallel group of each module have the same number of battery cells or stack height. In fact, this approach allows for modules with a wide range of heterogeneity to be chained together in a battery pack. In practice, however, one can desire the capacities of the modules to be relatively close. This is because the capacity of a series stack of battery cells is limited by the smallest capacity of the stack, so when the capacities of the modules have a wide disparity, a larger portion of the battery capacity becomes unusable (wasted).

[0102] Allowing such heterogeneous modules to be replaced individually throughout the life of the battery pack has significant benefits in terms of flexibility of battery service and maintenance, as well as life cycle cost optimization. The battery pack must ensure that the safe operating limits of each constituent module (and its constituent battery cells) are maintained by the internal battery pack controller, while at the same time enabling optimal utilization of the available energy within the entire battery pack.

[0103] This is accomplished by each module sending a standard abstraction (independent of cell form, chemistry, and age) representation to the battery system controller, which synthesizes the abstracted properties of all modules in the pack together. The resulting pack-level safety limits and their required operating parameters are then sent back to each individual module. Finally, the synthesized abstracted representation of the pack of modules can be reported to the vehicle. Through various abstraction processes, heterogeneous components at lower levels of the hierarchy can be managed homogenously.

[0104] In this document, a group of battery modules electrically connected in series can be referred to as a battery pack. The primary circuitry of these battery modules is routed through an internal pack controller. These modules also share a communication channel (CAN-FD bus) that connects all modules to the pack controller. A group of battery packs, consisting of one or more packs switched in parallel, can be referred to as a battery pack group (e.g., battery pack group 501). While switching between packs can occur during operation, only one pack can actually be discharging at any time. Thus, in a vehicle context, a second or third pack can be used to extend the envelope (capacity) rather than boost the power.

[0105] For battery cells and battery modules, the term "homogenous" can mean that the constituent battery cells are identical in terms of manufacture and model, and possibly from the same manufacturing lot of the same supplier. The term can also include battery cells from non-original equipment manufacturers. For battery cells, the term "heterogeneous" can mean that the constituent battery cells are different in one or more of the following: manufacture; model; chemistry; form; health; manufacturing lot. For battery modules, the term can mean that while the battery cells within any one module are homogenous cells, between two modules, the battery cells are heterogeneous to each other.

[0106] While the above embodiments are primarily directed to land-based electric vehicles (e.g., cars, trucks, etc.), it should be understood that other embodiments can be various battery-related embodiments directed to any type of electric vehicle (e.g., ships, submarines, airplanes, helicopters, drones, space shuttles, space planes, rockets, etc.).

[0107] While the above embodiments are primarily directed to electric vehicle energy storage systems that include battery module compartments, associated battery modules, and side inserts as part of the energy storage system, it should be understood that other embodiments can be various battery-related embodiments directed to any type of energy storage system. For example, in addition to electric vehicles, the above embodiments can be applied to home energy storage systems (e.g., providing energy storage functionality for home power systems), industrial or commercial energy storage systems (e.g., providing energy storage functionality for industrial or commercial power systems), grid energy storage systems (e.g., providing energy storage functionality for public power systems or power grids), etc.

[0108] It should be appreciated that in the above embodiments, the placement of the battery module compartments is described as being integrated into the chassis of an electric vehicle. However, it should be appreciated that the overall enclosed compartment design can also be extended to battery module mounting areas that can be installed in other locations of an electric vehicle, such as in the trunk of an electric vehicle, behind one or more car seats, under the hood of an electric vehicle.

[0109] The preceding description is intended to enable any person skilled in the art to practice or use the embodiments of the present application. However, it is understood that numerous modifications can be made to the specific embodiments disclosed and that such modifications, if within the spirit and scope of the disclosure, are to be considered as equivalent to the embodiments specifically set forth.

Claims

1. A method of operating at least one electronic controller configured to manage a battery pack provided with a heterogeneous battery module configuration, characterized in that, The method comprises: monitoring a set of performance attributes associated with a plurality of battery modules of the battery pack, the plurality of battery modules being connected in series with each other; based on the monitoring, detecting a first set of performance levels associated with a first subset of the plurality of battery modules among the set of performance attributes; based on the monitoring, detecting a second set of performance levels associated with a second subset of the plurality of battery modules among the set of performance attributes; and managing one or more battery pack level operational parameters based at least in part on a difference between the first set of performance levels and the second set of performance levels, wherein the one or more battery pack level operational parameters comprise a battery pack capacity, or wherein each of the plurality of battery modules comprises a plurality of P groups of parallel connected battery cells, and the set of performance attributes comprises a minimum state of charge (SOC) or a minimum duty cycle of the plurality of P groups of each battery module.

2. The method of claim 1, wherein, The set of performance attributes comprises one or more of a module specific capacity, a module specific voltage, a module specific discharge current limit, a module specific charge current limit, a module specific thermal limit, a module specific state of charge, or any combination thereof.

3. The method of claim 1, wherein, Further comprising: calculating a capacity of the battery pack from the first set of performance levels and the second set of performance levels; sending the calculated battery pack capacity to a module side controller of each of the plurality of battery modules, respectively; receiving, from each respective module side controller, a state of charge of the associated battery module relative to the calculated battery pack capacity in response to the sending, wherein the managing is of the one or more battery pack level operational parameters based at least in part on the received state of charge.

4. The method of claim 1, wherein, The one or more battery pack level operational parameters comprise one or more of a battery pack level capacity, a battery pack level voltage, a battery pack level discharge current limit, a battery pack level charge current limit, a battery pack level thermal limit, a battery pack level minimum parallel connected battery cell group duty cycle, or any combination thereof.

5. The method of claim 1, wherein, Each of the plurality of battery modules comprises the plurality of P groups.

6. The method of claim 5, wherein, The set of performance attributes comprises the minimum SOC among the plurality of P groups of each battery module.

7. The method of claim 6, wherein, The managing comprises: determining a minimum value among the minimum state of charge; and for each of the plurality of battery modules, sending the determined minimum value among the minimum state of charge to a module side controller of the respective battery module to adjust a parallel connected battery cell group duty cycle.

8. The method of claim 5, wherein, The set of performance attributes comprises the minimum duty cycle among the plurality of P groups of each battery module.

9. The method of claim 8, wherein, The managing comprises: determining a minimum value among the minimum duty cycle; and for each of the plurality of battery modules, sending the determined minimum value among the minimum duty cycle to a module side controller of the respective battery module to adjust a parallel connected battery cell group duty cycle.

10. The method of claim 1, wherein, The first set of performance attributes comprises one or more module specific safety limits.

11. The method of claim 10, wherein: the one or more module specific safety limits are adjusted to comply with one or more battery pack level safety limits; or the one or more module specific safety limits are adjusted to comply with one or more battery pack level safety limits. The one or more module-specific safety limits are independent of the one or more battery-pack-level safety limits.

12. The method of claim 10, wherein, The one or more battery-pack-level operating parameters include one or more battery-pack-level safety limits.

13. The method of claim 12, wherein: The one or more battery-pack-level safety limits are calculated from one or more module-specific safety limits adjusted to comply with one or more initial battery-pack-level safety limits, or The one or more battery-pack-level safety limits are calculated from one or more module-specific safety limits independent of the one or more initial battery-pack-level safety limits.

14. A method of operating a module-side controller of a battery module in a battery pack provided with a heterogeneous battery module configuration, characterized in that, comprise: determining a set of performance levels of a set of performance attributes of the battery module; reporting the set of performance levels to at least one electrical controller; receiving, from the at least one electrical controller, one or more battery-pack-level operating parameters based on a difference between the set of performance levels of the battery module and a corresponding set or sets of performance levels of one or more other battery modules within the battery pack in response to the reporting; and implementing one or more module-specific control functions for the battery module in accordance with the one or more battery-pack-level operating parameters, wherein the one or more battery-pack-level operating parameters include a battery-pack capacity, or wherein the battery module comprises a plurality of P groups of parallel-connected battery cells, and the set of performance attributes comprises a minimum state-of-charge (SOC) or a minimum duty cycle of the plurality of P groups of the battery module.

15. The method of claim 14, wherein, The set of performance attributes comprises a module-specific capacity, a module-specific voltage, a module-specific discharge current limit, a module-specific charge current limit, a module-specific thermal limit, a module-specific state-of-charge, or any combination thereof.

16. The method of claim 14, wherein, The one or more battery-pack-level operating parameters include the battery-pack capacity.

17. The method of claim 14, wherein, The battery module comprises the plurality of P groups.

18. The method of claim 17, wherein, The set of performance attributes comprises the minimum SOC among the plurality of P groups of the battery module.

19. The method of claim 17, wherein, The one or more battery-pack-level operating parameters include a minimum value among minimum state-of-charges of a plurality of battery modules within the battery pack.

20. The method of claim 17, wherein, The set of performance attributes comprises the minimum duty cycle among the plurality of parallel-connected battery cell groups of the battery module.

21. The method of claim 20, wherein, The one or more battery-pack-level operating parameters include a minimum value among minimum duty cycles of a plurality of battery modules within the battery pack.

22. The method of claim 14, wherein, The first set of performance attributes comprises one or more module-specific safety limits.

23. The method of claim 22, wherein: The one or more module-specific safety limits are adjusted to comply with one or more battery-pack-level safety limits; or The one or more module-specific safety limits are independent of the one or more battery-pack-level safety limits.

24. The method of claim 22, wherein, The one or more battery-pack-level operating parameters include one or more battery-pack-level safety limits.

25. The method of claim 24, wherein: The one or more battery-pack-level safety limits are calculated from one or more module-specific safety limits adjusted to comply with one or more initial battery-pack-level safety limits, or The one or more battery-pack-level safety limits are calculated from one or more module-specific safety limits independent of the one or more initial battery-pack-level safety limits. The one or more battery pack level safety limits are calculated based on one or more module specific safety limits that are independent of the one or more initial battery pack level safety limits.

26. At least one electronic controller configured to manage a battery pack provided with a heterogeneous battery module configuration, characterized in that, The electrical controller includes: a memory; a communication interface; and at least one processor in communication with the memory and the communication interface, and configured to: monitor a set of performance attributes associated with a plurality of battery modules of the battery pack, the plurality of battery modules connected in series with one another; based on the monitoring, detect a first set of performance levels of the set of performance attributes associated with a first subset of the plurality of battery modules; based on the monitoring, detect a second set of performance levels of the set of performance attributes associated with a second subset of the plurality of battery modules; and manage one or more battery pack level operational parameters based at least in part on a difference between the first set of performance levels and the second set of performance levels, wherein the one or more battery pack level operational parameters include a battery pack capacity, or wherein each of the plurality of battery modules includes a plurality of parallel groups of battery cells P groups, and the set of performance attributes includes a minimum state of charge SOC or a minimum duty cycle of the plurality of P groups of each battery module.

27. A module-side controller of a battery module in a battery pack provided with a heterogeneous battery module configuration, characterized by, includes: a memory; a communication interface; and at least one processor in communication with the memory and the communication interface, and configured to: determine a set of performance levels of a set of performance attributes of the battery module; report the set of performance levels to at least one electrical controller; in response to the reporting, receive from the at least one electrical controller one or more battery pack level operational parameters based on a difference between the set of performance levels of the battery module and a corresponding set or sets of performance levels of one or more other battery modules within the battery pack; and implement one or more module specific control functions for the battery module in accordance with the one or more battery pack level operational parameters, wherein the one or more battery pack level operational parameters include a battery pack capacity, or wherein the battery module includes a plurality of parallel groups of battery cells P groups, and the set of performance attributes includes a minimum state of charge SOC or a minimum duty cycle of the plurality of P groups of the battery module.

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