Distributed battery management for transportation climate control

Abstract

A power system for a transport climate control system (TCS) includes a distributed battery system having a plurality of battery modules individually attached to a chassis. Individual, each battery module is configured to be activated upon load activation, exchange self-identifying information with other battery modules to identify a leading battery module, and exchange internal and performance related data with other battery modules. The dominant battery module is configured to identify a dominant battery module to the load, send interior and performance related data of the plurality of battery modules to the load, and coordinate collective power distribution from one or more battery modules.

Description

Technical Field

[0001] This invention generally relates to providing power and data for a transport climate control system (TCS). Background Technology

[0002] A transport climate control system is generally used to control environmental conditions (e.g., temperature, humidity, air quality) within a transport unit (e.g., containers (such as flatbed containers, intermodal containers, etc.), trucks, trailers, box trucks, or other similar transport units). Climate-controlled transport units are commonly used to transport perishable goods, such as agricultural products, frozen foods, and meat products. Climate-controlled transport units are also used to transport passengers between different locations. Summary of the Invention

[0003] This invention generally relates to providing power and data for a transport climate control system (TCS).

[0004] The embodiments described and / or recounted herein generally relate to providing power and data for a transport climate control system (TCS). In some embodiments, a climate control loop is provided, which includes a main heat transfer loop and a cooler heat transfer loop.

[0005] The embodiments described and illustrated herein include, but are not limited to, distributed battery systems that allow the power architecture of transport units (particularly TCSs) to be separated into detachable blocks that can be deployed along the trailer body in a variety of configurations and / or orientations.

[0006] As mentioned above, transport climate control may require attachments scattered below the transport unit.

[0007] However, the distributed battery management system (BMS) described and illustrated herein allows each battery node to be smaller than the overall portion while self-contained with all safety features. Therefore, the non-limiting exemplary embodiments described and illustrated herein include and relate to appropriately sized battery blocks that can be installed according to custom specifications, thereby allowing space to be made for the aforementioned contested attachments while collectively providing at least the required power to the TCS.

[0008] In other words, the BMS described and narrated hereby provides one or more battery modules for the TCS and / or transport unit without having to compromise on providing other required or at least highly desired transport climate control accessories located under the transport container or otherwise attached to the corresponding chassis.

[0009] In one example embodiment, a distributed power system includes one or more battery modules attached to a chassis. Individually, each of the battery modules is configured to activate upon load activation, exchange self-identification information with other battery modules to identify a dominant battery module, and exchange internal and performance-related data with other battery modules. The dominant battery module is configured to identify itself as the dominant battery module to the load, send the internal and performance-related data of the multiple battery modules to the load, and coordinate the collective power distribution from the multiple battery modules.

[0010] According to at least one other example embodiment, a battery module includes a receiver connected to a dedicated network connection, which includes, but is not limited to, a controller local area network (CAN) bus. Self-identification information is transmitted to, and identification information from, at least one other battery module is received via the dedicated network connection. Internal and performance-related data of the battery module is also transmitted to and received via the dedicated network connection. The battery module further includes a receiver connected to a public network connection, which includes, but is not limited to, a public CAN bus.

[0011] The embodiments described herein can integrate large-size batteries suitable for powering transport climate control systems within transport units such as trucks, trailers, containers, etc. Furthermore, the embodiments described herein facilitate mounting the batteries at a height above the vehicle to avoid subjecting them to high standards of durability and impact resistance, thereby reducing weight relative to the amount of power and energy that such batteries can store and supply. Attached Figure Description

[0012] In the following detailed description, since various variations and modifications will become apparent to those skilled in the art, the embodiments are described only as illustrative. The same reference numerals are used in different figures to denote similar or identical content.

[0013] Figure 1A This is a side view of an example of a climate-controlled van as described and narrated herein, in which at least one non-limiting example of distributed battery management for transport climate control can be implemented.

[0014] Figure 1B This is a side view of an example of a climate-controlled straight truck as described and narrated herein, in which at least one non-limiting example of distributed battery management for transport climate control can be implemented.

[0015] Figure 1CThis is a side perspective view of an example of a climate-controlled trailer and tractor as described and narrated herein, in which at least one non-limiting example of distributed battery management for transport climate control can be implemented.

[0016] Figure 1D This is a cross-sectional view of an example of a climate-controlled transportation unit as described and narrated herein, in which at least one non-limiting example of distributed battery management for transportation climate control can be implemented.

[0017] Figure 1E This is a front perspective view of an example of a climate-controlled van for transporting passengers, as described and narrated herein, in which at least one non-limiting example of distributed battery management for transport climate control may be implemented.

[0018] Figure 2A This is a schematic diagram of a non-limiting example embodiment of a battery module that can be implemented according to at least one embodiment of distributed battery management for transport climate control, as described and narrated herein.

[0019] Figure 2B This is a schematic diagram of another non-limiting example embodiment of a battery module that can be implemented according to at least one embodiment of distributed battery management for transport climate control, as described and narrated herein.

[0020] Figure 3A This is a schematic diagram of a distributed battery configuration that can be implemented according to a non-limiting example of distributed battery management for transportation climate control, as described and narrated herein.

[0021] Figure 3B This is a schematic diagram of another configuration of a distributed battery, as described and narrated herein, which is a non-limiting example of distributed battery management for transportation climate control.

[0022] Figure 3C This is a schematic diagram of another configuration of a distributed battery, as described and narrated herein, which is a non-limiting example of distributed battery management for transportation climate control.

[0023] Figure 3D This is a schematic diagram of another configuration of a distributed battery, as described and narrated herein, which is a non-limiting example of distributed battery management for transportation climate control.

[0024] Figure 4 The operational flow between components of a distributed battery management system for transport climate control, according to at least some non-limiting example embodiments described and narrated herein, is illustrated.

[0025] Figure 5AThis document illustrates the operational flow for arbitrating dynamic address requests between distributed batteries, based on at least some non-limiting example embodiments described and narrated herein.

[0026] Figure 5B It shows in Figure 5A The continuation of the operation process that started in the middle.

[0027] Figure 6A The operational flow for determining the conductive configuration of a distributed battery is illustrated according to at least some non-limiting example embodiments described and narrated herein.

[0028] Figure 6B It shows Figure 6A The continuation of the operation process that started in the middle.

[0029] Figure 7 Examples of status and / or error indicators that can be provided to the user interface are shown. Detailed Implementation

[0030] The embodiments described and recounted herein include, but are not limited to, distributed battery systems that allow the electrical architecture of transport units (particularly TCSs) to be separated into detachable blocks that can be deployed along the trailer body in a variety of electrical or physical configurations and / or orientations.

[0031] As mentioned above, transport climate control may require attachments scattered below the transport unit.

[0032] However, the distributed battery management system (BMS) described and illustrated herein allows each battery node to be smaller than the overall portion while self-contained with all functional and safety features. Therefore, the non-limiting exemplary embodiments described and illustrated herein include and relate to appropriately sized battery blocks that can be installed according to custom specifications, thereby allowing space to be made for the aforementioned contested accessories while collectively providing at least the required power to the TCS.

[0033] In other words, the BMS described and narrated hereby provides one or more battery modules to the TCS and / or transport unit without having to compromise on providing other required or at least highly desired transport climate control accessories located under the transport container or otherwise attached to the corresponding chassis.

[0034] In the following detailed description, reference is made to the accompanying drawings, which form a part of the description. In the drawings, similar symbols generally identify similar parts unless the context otherwise indicates. Furthermore, unless otherwise stated, the description for each successive drawing may refer to features from one or more prior drawings to provide a clearer context and substantive explanation of the present exemplary embodiments. However, the exemplary embodiments described in the detailed description, drawings, and claims are not intended to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that various aspects of the invention, as generally described and narrated herein and shown in the drawings, can be arranged, substituted, combined, separated, and designed in a variety of different configurations, all of which are explicitly covered herein.

[0035] Furthermore, parts of the invention can be described herein in terms of functional block components and various processing steps. It should be understood that these functional blocks can be implemented by any number of hardware and / or software components configured to perform the specified functions.

[0036] In the current description and narrative, the following terms may be used in addition to their acceptable meaning.

[0037] As cited and described herein, a battery module refers to a separate component or system having a module or component comprising at least one or more battery cells. Additional components typically found in a battery module include safety components; communication nodes or components, such as controller area network nodes; and / or conductive nodes or components to facilitate conductivity between multiple battery modules.

[0038] As cited and described herein, a chassis generally refers to the support frame for a trailer having a climate-controlled space regulated by a Transport Climate Control System (TCS). In the trucking industry, a chassis can refer to a semi-trailer mounted with a cargo container for transport. Therefore, as cited and described herein, a chassis can be set up in a manner including reference... Figures 1A to 1E The illustrated and described vehicles and / or transport units, such as vans, straight trucks, tractors, climate-controlled transport units, trailers, etc., are located on the underside. However, as mentioned above, the various embodiments are not limited to the underside. The embodiments described and narrated herein may be considered as attachments, railings, etc., disposed on the outer wall or even the inner surface of the above embodiments, as long as such surface can accommodate the distributed configuration of battery modules further described and / or narrated below.

[0039] As cited and / or described herein, distributed configuration can relate to the configuration of battery modules that, in a manner conducive to scalable, fault-tolerant, and cost-effective systems for Transportation Climate Control Systems (TCS) and other transportation HVAC applications, involve the arrangement and / or attachment of multiple battery modules to the chassis (e.g., on its frame). As cited and / or described herein, a distributed BMS architecture allows each individual battery module (i.e., node) to independently possess a full complement of functional and safety features. Therefore, appropriately sized battery modules can be spatially distributed, even in a customized manner. In the trucking industry, customizable configurations are provided for other chassis (i.e., undercarriages) and accessories, including but not limited to lift gates, spare tires, loading ramps, etc., during installation and subsequent lifting, as described and described herein.

[0040] Arbitration, or bus arbitration, generally refers to a known process in which an active bus bootstrap or master accesses the bus, relinquishes control, and then transfers control to a different bus to seek a processor unit; the bus bootstrap or master acts as a controller accessing the bus on behalf of other bus components. As cited and / or described herein, distributed bus arbitration is achieved by each of the multiple battery modules in each configuration participating in the selection of a dominant battery module, which will coordinate how the battery modules provide power to the TCS and how they interact with the load. According to the non-limiting example embodiments described and illustrated herein, arbitration can occur at each instance of load initiation, or the arbitration result can be maintained as long as the battery configuration remains unchanged.

[0041] As cited and / or described herein, a parallel configuration of two or more distributed batteries refers to a configuration in which a common voltage exists across all components, even if one or more additional battery modules are added to the total system energy.

[0042] As cited and / or described herein, a series configuration of two or more distributed batteries refers to a configuration in which the positive and negative connectors of the respective distributed batteries are connected and a common current exists across all components, even if one or more additional battery modules are added to the total system energy and its total voltage.

[0043] In the following detailed description, reference is made to the accompanying drawings, which illustrate embodiments in which the invention may be practiced. These embodiments have been described in sufficient detail to enable those skilled in the art to practice the claims, and it should be understood that other embodiments may be utilized without departing from the spirit and scope of the claims. Therefore, the following detailed description and drawings are not restrictive.

[0044] The embodiments described and / or recounted herein generally relate to providing power and data for a transport climate control system (TCS). In some embodiments, a climate control loop is provided, which includes a main heat transfer loop and a cooler heat transfer loop.

[0045] Figure 1A An embodiment of a climate-controlled van 100 is shown, comprising a climate-controlled space 105 for transporting goods and a transport climate control system (TCS) 110 for providing climate control within the climate-controlled space 105. The TCS 110 includes a climate control unit (CCU) 115 mounted to the roof 120 of the van 100. Among other components, the transport climate control system 110 may include a climate control loop (not shown) connected to, for example, a compressor, condenser, evaporator, and expander to provide climate control within the climate-controlled space 105.

[0046] The climate-controlled van 100 may include a second climate-controlled space 107, which may be an operator's compartment (e.g., a driver's cab) of the climate-controlled van 100. For example, the second climate-controlled space 107 accommodates an operator when operating (e.g., driving) the climate-controlled van 100. In one embodiment, a transport climate control system 110 may be configured to also provide climate control to the second climate-controlled space 107.

[0047] The climate-controlled van 100 can be powered by a distributed battery management system (BMS). Figure 1A A power supply (not shown) is provided for powering the climate-controlled van 100 and / or TCS 110, and is mounted on the frame or chassis of the van 100. In one embodiment, the climate-controlled van 100 may also include an engine (not shown) as a power source. The climate-controlled van 100 may be a hybrid vehicle using a combination of battery power and engine power, or an electric vehicle without an engine. In one embodiment, the TCS 110 may also include an engine (not shown) as a power source. The TCS 110 may be a hybrid system using a combination of battery power and engine power, or an electric system that does not include or relies on an engine (not shown) of the climate-controlled van 100. Figure 1A The BMS of the van 100 is located outside CCU 115.

[0048] It should be understood that the embodiments described and / or recounted herein are not limited to climate-controlled vans, but can be applied to any type of transport unit (e.g., trucks, containers (such as flatbed containers, intermodal containers, ocean shipping containers, etc.), trailers, box trucks, semi-trailer tractors, buses or other similar transport units, etc.).

[0049] The TCS110 also includes a programmable climate controller 125 and one or more sensors (not shown) configured to measure one or more internal conditions or parameters of the TCS110 (e.g., ambient temperature outside the van 100, ambient humidity outside the van 100, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied to the climate control space 105 by the CCU 115, return air temperature of air returning from the climate control space 105 to the CCU 115, humidity within the climate control space 105, temperature of components of the BMS, temperature of the second climate control space 107, etc.), and transmit the parameter data to the climate controller 125. The climate controller 125 is configured to control the operation of the transport climate control system 110, which includes components of the climate control loop. The climate controller 115 may include a single integrated control unit 126, or a distributed network that may include climate controller elements 126, 127. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0050] Figure 1B An embodiment of a climate-controlled inline truck 130 is shown, comprising a climate-controlled space 131 for transporting cargo and a transport climate control system 132 (TCS 132). The TCS 132 includes a climate control unit (CCU 133) mounted to the front wall 134 of the climate-controlled space 131. Among other components, the CCU 133 may include a climate control loop (not shown) connected to, for example, a compressor, condenser, evaporator, and expander to provide climate control within the climate-controlled space 131.

[0051] The climate-controlled inline truck 130 may include a second climate control space 138. The second climate control space 138 may be an operator's compartment (e.g., a cab) of the climate-controlled inline truck 130. For example, the second climate control space 138 may accommodate the operator of the climate-controlled inline truck 130 when operating (e.g., driving) the climate-controlled inline truck 130. In one embodiment, the TCS 132 may be configured to provide climate control to the second climate control space 138. However, these embodiments are not limiting. In at least one alternative embodiment, the climate-controlled inline truck 130 may include more than one (e.g., three) cargo compartments for which the TCS 132 may provide climate control.

[0052] The climate-controlled inline truck 130 may include a distributed BMS attached to the frame or chassis of the truck 130. Figure 1B(Not shown in the image) is a power source used to provide electricity to the climate-controlled inline truck 130 and / or the transport climate control system 132. In one embodiment, the climate-controlled inline truck 130 may also include an engine (not shown) as a power source. The climate-controlled inline truck 130 may be a hybrid vehicle using a combination of battery power and engine power, or an electric vehicle without an engine. In one embodiment, the TCS 132 may also include an engine (not shown) as a power source. The TCS 132 may be a hybrid system using a combination of battery power and engine power, or an electric system that does not include or relies on the engine (not shown) of the climate-controlled inline truck 130 for power. Figure 1B The distributed battery management system of truck 130 is located outside CCU 133.

[0053] The TCS132 also includes a programmable climate controller 135 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 132 (e.g., ambient temperature outside the truck 130, ambient humidity outside the truck 130, compressor intake pressure, compressor discharge pressure, supply air temperature of air supplied from the CCU 133 to the climate control space 131, return air temperature of air returning from the climate control space 131 to the CCU 133, humidity within the climate control space 131, temperature of components of the distributed battery management system, temperature of the second climate control space 138, etc.) and transmit the parameter data to the climate controller 135. The climate controller 135 is configured to control the operation of the TCS132, which includes components of the climate control loop. The climate controller 135 may include a single integrated control unit 136, or a distributed network that may include climate controller elements 136, 137. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0054] Figure 1C An embodiment of a climate-controlled transport unit 140 attached to a tractor unit 142 is shown. The climate-controlled transport unit 140 includes a transport climate control system (TCS) 145 for a transport unit 150. The tractor unit 142 is attached to and configured to tow the transport unit 150. Figure 1C The transport unit 150 shown is a trailer.

[0055] TCS145 includes a climate control unit (CCU) 152 that provides control over internal conditions (e.g., temperature, humidity, air quality, etc.) within a climate control space 154 of the transport unit 150. The CCU 152 is disposed on the front wall 157 of the transport unit 150. In other embodiments, it should be understood that the CCU 152 may be disposed, for example, on the roof or other wall of the transport unit 150. The CCU 152 includes a climate control loop (not shown) connected to, for example, a compressor, condenser, evaporator, and expander to provide conditioned air within one or more climate control spaces 154.

[0056] The tractor unit 142 may include a second climate control space 144. The second climate control space 144 may be an operator's compartment (e.g., a driver's cab) of the tractor unit 142. For example, when operating (e.g., driving) the tractor unit 142, the second climate control space 144 may accommodate the operator of the tractor unit 142.

[0057] Tractor 142 may include a distributed BMS ( Figure 1C (Not shown), which is the power source for supplying power to the TCS145. In one embodiment, the tractor 142 may also include an engine (not shown) as a power source. The tractor 142 may be a hybrid vehicle using a combination of battery power and engine power, or an electric vehicle without an engine.

[0058] In one embodiment, TCS145 may also include an engine (not shown) as a power source. TCS145 may be a hybrid system using a combination of battery power and engine power, or an electric system that does not include or relies on the engine (not shown) of the climate control transport unit 140 or the tractor 142 for power.

[0059] The TCS145 also includes a programmable climate controller 156 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 145 (e.g., ambient temperature outside the transport unit 150, ambient humidity outside the transport unit 150, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied from the CCU 152 to the climate control space 154, return air temperature of air returning from the climate control space 154 to the CCU 152, humidity within the climate control space 154, temperature of the battery 146, temperature of one or more components of the distributed battery management system, temperature of the second climate control space 144, etc.), and transmit the parameter data to the climate controller 156. The climate controller 156 is configured to control the operation of the transport climate control system 145, which includes climate control loop components. The climate controller 156 may include a single integrated control unit 158, or a distributed network that may include climate controller elements 158, 159. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0060] Figure 1D Another embodiment of the climate-controlled transport unit 160 is shown. The climate-controlled transport unit 160 includes a multi-zone transport climate control system (MTCS) 162 for transport unit 164, which can be, for example, transported by a tractor (e.g., Figure 1C The tractor unit 142 in the document is used for towing. It should be understood that the embodiments described and / or narrated herein are not limited to tractor units and trailer units, but can be applied to any type of transport unit (e.g., trucks, containers (such as containers on flatbeds, intermodal containers, ocean containers, etc.), box trucks, semi-trailer tractors, buses or other similar transport units, etc.).

[0061] MTCS162 includes a CCU 166 and multiple remote units 168 that provide internal control (e.g., temperature, humidity, air quality, etc.) within the climate control space 170 of transport unit 164. The climate control space 170 can be divided into multiple zones 172. The term "zone" refers to a portion of the climate control space 170 separated by walls 174. CCU 166 can operate as a master unit and provide climate control within a first zone 170a of the climate control space 172. Remote units 168a can provide climate control within a second zone 172b of the climate control space 170. Remote units 168b can provide climate control within a third zone 170c of the climate control space 172. Therefore, MTCS162 can be used to individually and independently control the internal conditions within each of the multiple zones 172 of the climate control space 170.

[0062] CCU 166 is disposed on the front wall 167 of transport unit 160. In other embodiments, it should be understood that CCU 166 may be disposed, for example, on the roof or other wall of transport unit 160. CCU 166 includes a climate control loop (not shown) connected to, for example, a compressor, condenser, evaporator, and expander to provide conditioned air within climate control space 170. Remote unit 168a is disposed on the top plate 179 within second region 172b, and remote unit 168b is disposed on the top plate 179 within third region 172c. Each of remote units 168a and 168b includes an evaporator, one or more fans, and one or more heaters (not shown) connected to the remainder of the climate control loop disposed in CCU 166.

[0063] Climate control transport unit 160 may include a distributed BMS (Browser Management System). Figure 1D (Not shown in the image), which is the power source for MTCS162. In one embodiment, CCU 166 may also include an engine (not shown) as a power source. In one embodiment, MTCS162 may also include an engine (not shown) as a power source. MTCS162 may be a hybrid system using a combination of battery power and engine power, or an electric system that does not include or relies on an engine (not shown) of the climate control transport unit 160 or the tractor.

[0064] The MTCS162 also includes a programmable climate controller 180 and one or more sensors (not shown) configured to measure one or more parameters of the MTCS162 (e.g., ambient temperature outside the transport unit 164, ambient humidity outside the transport unit 164, compressor suction pressure, compressor discharge pressure, supply air temperature of air supplied to each zone 172 by the CCU 166 and remote unit 168, return air temperature of air returning from each zone 172 to each CCU 166 or remote unit 168a or 168b, humidity within each zone 118, temperature of one or more components of the distributed battery management system, temperature of the tractor's battery, temperature of the second climate control space in the tractor, etc.), and transmit the parameter data to the climate controller 180. The climate controller 180 is configured to control the operation of the MTCS 162, which includes components of a climate control loop. The climate controller 180 may include a single integrated control unit 181, or a distributed network that may include climate controller elements 181, 182. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0065] Figure 1EThis is a perspective view of a vehicle 185 including a TCS187 according to one embodiment. Vehicle 185 is a public transport bus capable of carrying passengers (not shown) to one or more destinations. In other embodiments, vehicle 185 may be a school bus, railcar, subway car, or other commercial vehicle carrying passengers. Vehicle 185 includes a supported, climate-controlled space (e.g., a passenger compartment) 189 accommodating multiple passengers. Vehicle 185 includes a door 190 located on one side of vehicle 185. Figure 1E In the illustrated embodiment, a first door 190 is located near the front end of the vehicle 185, and a second door 190 is located near the rear end of the vehicle 185. Each door 190 is movable between an open position and a closed position to selectively allow access to the climate control space 189. The transport climate control system 187 includes a CCU 192 attached to the roof 194 of the vehicle 185.

[0066] CCU 192 includes a climate control loop (not shown) that connects, for example, a compressor, condenser, evaporator and expansion device to provide conditioned air within the climate control space 189.

[0067] Vehicle 185 may include a distributed BMS attached to the frame or chassis of vehicle 185. Figure 1E (Not shown), which is a power source for supplying power to vehicle 185 and / or TCS187. In one embodiment, vehicle 185 may also include an engine (not shown) as a power source. Vehicle 185 may be a hybrid vehicle using a combination of battery power and engine power, or an electric vehicle without an engine. In one embodiment, TCS187 may also include an engine (not shown) as a power source. TCS187 may be a hybrid system using a combination of battery power and engine power, or an electric system that does not include or relies on the engine (not shown) of vehicle 185 for power supply.

[0068] The TCS187 also includes a programmable climate controller 195 and one or more sensors (not shown) configured to measure one or more parameters of the transport climate control system 187 (e.g., ambient temperature outside the vehicle 185, ambient temperature inside the climate control space 189, ambient humidity outside the vehicle 185, ambient humidity inside the climate control space 189, and temperature of one or more components of the distributed battery management system) and transmit the parameter data to the climate controller 195. The climate controller 195 is configured to control the operation of the TCS187, which includes components of the climate control loop. The climate controller 195 may include a single integrated control unit 196, or a distributed network that may include climate controller elements 196, 197. The number of distributed control elements in a given network may depend on the specific application of the principles described herein.

[0069] Figure 2A This is a schematic diagram of a non-limiting example embodiment of a battery module for distributed battery management for transport climate control, as described and narrated herein, for example, in a 420V strip configuration, which may alternatively be referred to as a battery module.

[0070] Figure 2A A schematic diagram of a battery module according to a non-limiting example embodiment is shown. Battery module 200 includes a temperature-controlled fluid inlet 202, a temperature-controlled fluid channel 204, and a temperature-controlled fluid outlet 206. Battery module 200 also includes a positive terminal 208, a negative terminal 210, and a plurality of battery cell modules 212. Positive terminal 208 can be connected to one of the battery cell modules 212 via a pre-charge circuit 214 and a contactor or solid-state relay 216. At least one of the battery cell modules 212 can be connected to negative terminal 210, wherein the connection includes a current sensor 218 and a second contactor 220. Each contactor or solid-state relay 216, 220 may be part of a high-voltage interlock loop including, for example, a ground connection, a circuit breaker, etc. Battery module 200 also includes a battery management system (BMS) 222.

[0071] Battery module 200 is a high-voltage battery module, for example, a battery module configured to provide approximately 420V as the battery module voltage. Non-limiting examples of voltages provided by a high-voltage battery module such as battery module 200 may range from 300V to 800V. In at least one non-limiting example embodiment, the voltage provided by a high-voltage battery module such as battery module 200 may range from 300V to 420V. In at least one other non-limiting example embodiment, the battery module is a hazardous voltage battery having a voltage of 60V or higher. Battery module 200 may be configured for use in trailers or trucks (e.g., see reference 1). Figures 1A to 1EThe battery module 200 (shown or described) is used in the battery module. The battery module 200 may include a temperature-controlled fluid circuit including a temperature-controlled fluid inlet 202, a temperature-controlled fluid channel 204, and a temperature-controlled fluid outlet 206. The temperature-controlled fluid inlet 202 is configured to receive temperature-controlled fluid (e.g., fluid) from a suitable temperature-controlled fluid source (e.g., a battery temperature control system circulating the temperature-controlled fluid). The temperature-controlled fluid channel 204 is a channel configured to convey the temperature-controlled fluid through the battery module. At least a portion of the temperature-controlled fluid channel 204 is configured to allow heat exchange, such that the temperature-controlled fluid can absorb heat from one or more components of the battery module 200, thereby heating or cooling the components, wherein non-limiting examples of components include circuitry of one or more battery cell modules 212, battery cells 224, and / or one or more BMS 222. The temperature-controlled fluid channel may direct the temperature-controlled fluid to the temperature-controlled fluid outlet 206, whereby the temperature-controlled fluid may exit the battery module 200, for example, returning to a battery temperature control system circulating the temperature-controlled fluid through one or more battery modules 212.

[0072] Each battery cell module 212 may include a battery cell 224 and a battery cell monitoring circuit 226. A non-limiting example of the battery cell 224 is a 21700 battery cell. The battery monitoring circuit 226 may include an integrated circuit configured to measure one or more operating conditions of the battery (e.g., one or more voltages, currents, temperatures, states of charge, presence of faults, etc.). In one embodiment, the battery cell module 212 may be omitted, and the battery cell 224 may be directly disposed in the battery module 200.

[0073] Figure 7 Examples of status and / or error indicators are shown, which can be provided to a user interface to provide the user with information measured by the battery cell monitoring circuit 226 and system status and identification information determined by the control and communication circuit 234.

[0074] A sufficient number of battery cell modules 212 can be connected in series to achieve the desired voltage of battery module 200. For example, when battery module 200 is a 420V battery module and each battery cell module 212 is a 42V battery cell module, ten battery cell modules 212 can be provided and connected in series to provide 420V voltage to battery module 200. Each battery cell module may include a corresponding battery cell monitoring circuit 226. The battery cell monitoring circuits 226 can be connected to each other and / or to BMS 222, for example, by daisy-chaining the battery cell monitoring circuits 226 of each battery cell module 212.

[0075] A battery management system (BMS) 222 is configured to control battery module 200. BMS 222 may include power supply circuitry 230, battery cell module monitoring circuitry 232, and control and communication circuitry 234. In addition to powering the BMS itself, power supply circuitry 230 may receive and distribute power to operate other components of BMS 222. Battery cell module monitoring circuitry 232 is connected to battery cell monitoring circuitry 226 and / or configured to measure, detect, or receive operating characteristics of battery module 200, such as voltage, current, temperature, state of charge, presence of faults, etc. BMS 222 may include any other suitable additional connections, such as connections to an external low-voltage battery management system power supply 236, battery wake-up 238, or circuitry connected to high-voltage interlocked loop (HVIL) B+ and HVIL B- 240, 242. Control and communication circuitry 234 may be connected to dedicated and / or public network connections 244, 246 to communicate with dedicated and / or public networks used for vehicle components such as battery chargers or CCUs. In one embodiment, BMS222 includes insulation measurement circuitry configured to typically measure the resistance of the battery module 200 relative to the chassis to which it is attached, or otherwise corresponding to the resistance of the battery module 200, when the respective battery module 200 is started or woken up. The insulation measurement circuitry can measure the resistance from the positive and negative terminals of the battery to the battery itself, the chassis, and the vehicle chassis to which it is coupled.

[0076] Figure 2B A schematic diagram of a battery module according to at least one non-limiting example embodiment is shown. Battery module 200B includes a temperature-controlled fluid inlet 202, a temperature-controlled fluid channel 204, and a temperature-controlled fluid outlet 206. Battery module 200B also includes a positive terminal 208, a negative terminal 210, and a plurality of battery cell modules 212. The positive terminal 208 can be connected to one of the battery cell modules 212 via a pre-charge circuit 214 and a contactor or solid-state relay 216. At least one of the battery cell modules 212 can be connected to the negative terminal 210, wherein the connection includes a current sensor 218 and a second contactor or solid-state relay 220. In one embodiment, each contactor or solid-state relay 216, 220 may be part of a high-voltage interlocking loop including, for example, a ground connection, a circuit breaker, etc. Battery module 200B also includes a battery management system (BMS) 222.

[0077] Battery module 200B is a low-voltage battery module, for example, a battery module configured to provide approximately 42V as the voltage of the battery module. A non-limiting example of the voltage provided by a low-voltage battery module such as battery module 200B can be in the range of 30V to 42V. Battery module 200B can be configured to, for example, [reference missing] Figures 1A to 1EBattery modules used in trailers or trucks shown or described.

[0078] Battery module 200B may include a temperature-controlled fluid circuit comprising a temperature-controlled fluid inlet 202, a temperature-controlled fluid passage 204, and a temperature-controlled fluid outlet 206. The temperature-controlled fluid inlet 202 is configured to receive temperature-controlled fluid (e.g., fluid) from a suitable temperature-controlled fluid source (e.g., a battery temperature control system circulating the temperature-controlled fluid). The temperature-controlled fluid passage 204 is a channel configured to convey the temperature-controlled fluid through the battery module. At least a portion of the temperature-controlled fluid passage 204 is configured to allow heat exchange, such that the temperature-controlled fluid can absorb heat from one or more components of battery module 200B, thereby cooling the components, wherein non-limiting examples of components include one or more cells 224 and / or one or more circuits of battery module 222. The temperature-controlled fluid passage may direct the temperature-controlled fluid to the temperature-controlled fluid outlet 206, whereby the temperature-controlled fluid may exit battery module 200B, for example, returning to the battery temperature control system circulating the temperature-controlled fluid.

[0079] Each battery cell module 212 may include a battery cell 224 and a battery cell monitoring circuit 226, wherein a non-limiting example of the battery cell 224 is a 21700 battery cell. The battery monitoring circuit 226 may include an integrated circuit configured to measure one or more operating conditions of the battery, such as one or more voltages, temperatures, currents, states of charge, presence of faults, etc.

[0080] A sufficient number of battery cell modules 212 can be connected in series to achieve the desired voltage of battery module 200B. For example, when battery module 200B is a 42V battery module, and each battery cell module 212 is a 42V battery cell module, ten battery cell modules 212 can be provided and connected in parallel to provide 42V voltage to battery module 200B. Each cell module may include a corresponding cell monitoring circuit 226. The cell monitoring circuits 226 may be connected to each other and / or to BMS 222, for example, by a daisy chain connecting the individual cell monitoring circuits 226 of each cell.

[0081] BMS222 is configured to control battery module 200B. BMS222 may include power supply circuitry 230, battery cell module monitoring circuitry 232, and control and communication circuitry 234. In addition to powering BMS222 itself, power circuitry 230 may also receive and distribute power to operate other components of BMS222. Battery cell module monitoring circuitry 232 may be connected to battery monitoring circuitry 226 and / or configured to measure, detect, or receive operating characteristics of battery module 200, such as voltage, current, temperature, state of charge, presence of faults, etc. BMS222 may include any other suitable additional connections, such as connections to low-voltage BMS power supply 236, battery wake-up 238, and circuitry portions connected to high-voltage interlocked loop (HVIL) B+ and HVIL B- 240, 242. Control and communication circuitry 234 may be connected to dedicated and / or public network connections 244, 246 to communicate with dedicated and / or public networks used for vehicle components such as battery chargers or CCUs. In one embodiment, BMS222 includes insulation measurement circuitry configured to typically measure the resistance of battery module 200B relative to the chassis to which battery module 200B is attached, or otherwise corresponding to the resistance of battery module 200B, when the respective battery module is started or woken up. The insulation measurement circuitry can measure the resistance from the positive and negative terminals of the battery to the battery itself, the chassis, and the vehicle chassis to which it is coupled.

[0082] Figure 3A The architecture of a battery system according to one embodiment is shown. The battery system 350 includes a load 352 and a plurality of battery modules 354 configured to supply power to the load 352. 1-n As a non-limiting example, battery module 354 1-n Each of these can be a high-voltage battery module, such as those described above and Figure 2A Battery module 200 is shown. Battery module 354 1-n Connected to load 352, such that the positive terminal of the first battery module 3541 of the plurality of battery modules is connected to load 352, and the final battery module 354 of the plurality of battery modules is connected to load 352. n The negative terminal is connected to load 352, while the battery module 354 1-n They are connected in parallel. Battery module 354 1-n All other connections, such as battery wake-up, BMS power, public data connection and / or private data connection, can be connected across battery module 354. 1-n For example, by connecting them via a daisy chain.

[0083] Figure 3B The architecture of a battery system according to one embodiment is shown. The battery system 370 includes a load 372 and a plurality of battery modules 374 configured to supply power to the load 372.1-x As a non-limiting example, battery module 374 1-x Each of these can be a high-voltage battery module, such as those described above and Figure 2A The battery module 200 is shown. Figure 3B In a non-limiting example embodiment, multiple battery modules 374 1-x The system can be divided into multiple groups 376a, 376b, each group including at least one battery module. In one embodiment, the number of batteries in each group is equal; for example, the first group 376a includes battery modules 1 to n, and the second group 376b includes battery modules n+1 to n+n. The positive terminal of the first battery module 3741 in the first group 376a can be connected to a load 372. Other battery modules within the first group 376a can be connected in parallel with each other. The final battery module 374 in the first group 376a... n The negative terminal can be connected to the first battery module 374 of the second group 376b. n+1 The positive terminal. The final battery module 374 of the second group 376b. x The negative terminal can be connected to load 372. Other battery modules within the second group 376b can be connected in parallel with each other. Battery module 374 1-x All other connections, such as battery wake-up, BMS power, public data connection and / or private data connection, can, for example, be across battery module 374. 1-x Connected via a daisy chain. When battery module 374... 1-x When each 420V battery module is used in a battery system of 370... Figure 3B The connection shown can supply 840V to load 372. It is understood that... Figure 3B Includes two groups 376a and 376b, with additional groups also available, wherein the positive terminal of the final battery module in each group is connected to the negative terminal of the first battery module in each subsequent group. This can be based on the battery module 374. 1-x The number of groups is selected based on the total target voltage and the voltage of each corresponding module. For example, if each battery module is a 420V battery module, three groups can be used to provide a voltage of 1260V, four groups can be used to provide a voltage of 1680V, ​​and so on.

[0084] Figure 3C The architecture of a battery system according to one embodiment is shown. The battery system 350 includes a load 352 and a plurality of battery modules 354 configured to supply power to the load 352. 1-n As a non-limiting example, battery module 354 1-n Each of these can be a low-voltage battery module, such as those described above and Figure 2B Battery module 200B is shown. Battery module 354.1-n Connected to a load, such that the positive terminal of the first battery module 3541 of the plurality of battery modules is connected to the load 352, and the final battery module 354 of the plurality of battery modules is connected to the load 352. n The negative terminal is connected to the load, while the battery module 354 1-n They are connected in parallel. Battery module 354 1-n All other connections, such as the common CAN bus 292, the dedicated CAN bus 294, battery wake-up, and BMS power, can be connected across battery packs 310A-310N, for example, via daisy chaining.

[0085] Figure 3D The architecture of a battery system according to one embodiment is shown. The battery system 370 includes a load 372 and a plurality of battery modules 374 configured to supply power to the load 372. 1-x As a non-limiting example, battery module 374 1-x Each of these can be a low-voltage battery module, such as those described above and Figure 2B The battery module 200B is shown. Figure 3D In the embodiment shown, multiple battery modules 374 1-x The system can be divided into multiple groups 376a, 376b, each group including at least one battery module. In one embodiment, the number of batteries in each group is equal; for example, the first group 376a includes battery modules 1 to n, and the second group 376b includes battery modules n+1 to n+n. The positive terminal of the first battery module 3741 in the first group 376a can be connected to a load 372. Other battery modules within the first group 376a can be connected in parallel with each other. The final battery module 374 in the first group 376a... n The negative terminal can be connected to the first battery module 374 of the second group 376b. n+1 The positive terminal. The final battery module 374 of the second group 376b. x The negative terminal can be connected to load 372. Other battery modules within the second group 376b can be connected in parallel with each other. Battery module 374 1-x All other connections, such as battery wake-up, BMS power, public data connection and / or private data connection, can, for example, be across battery module 374. 1-x Connected via a daisy chain. When battery module 374... 1-x When each 42V battery module is used in a battery system of 370. Figure 3D The connection shown can supply 84V to load 372. It should be understood that... Figure 3D Includes two groups 376a and 376b, with additional groups also available, wherein the positive terminal of the final battery module in each group is connected to the negative terminal of the first battery module in each subsequent group. This can be based on the battery module 374.1-x The number of groups is selected based on the total target voltage and the voltage of each corresponding module. For example, if each battery module is a 42V battery module, three groups can be used to provide a voltage of 126V, four groups can be used to provide a voltage of 168V, and so on.

[0086] Figure 4 The operational flow between components of a distributed battery management system for transport climate control, according to at least some non-limiting example embodiments described and narrated herein, is illustrated. More specifically, Figure 4 It shows in Figure 3A and Figure 3C An overview of distributed arbitration and data exchange implemented between battery systems 350, which include battery modules 354 and Figure 3B and Figure 3D The battery system 370 includes a battery module 374. (Description follows) Figure 4 At the same time, refer to the non-limiting example embodiments shown and described in Figures 1 to 3.

[0087] Unless the context otherwise requires, battery systems 350 and 370 will be referred to as battery systems hereinafter; and battery modules 354 and 374 will be referred to as battery modules hereinafter.

[0088] At 405, the starting load (i.e., TCS or charger (not shown)) is activated and a low-level voltage source (e.g., 12V) is sent to each battery module via a general-purpose input / output port.

[0089] At 410, distributed arbitration between battery modules begins, and each woke-up module sends self-identification information about a dedicated network connection for access by all other woken-up battery modules. As a non-limiting example, the self-identification information includes a serial number or other alphanumeric identifier provided by its manufacturer. The self-identification information for each battery module can be stored in any component of the battery management system.

[0090] Therefore, each wake-up battery module sends its self-identification information stored by the battery management system to a dedicated network connection that is to be received by all other wake-up battery modules via the dedicated network connection node.

[0091] In section 415, according to a predetermined protocol, a battery module is able to request a dominant battery role based on a comparison of self-identification information from each of the woken battery modules. The comparison performed by the battery management system on each corresponding one of the woken battery modules generates an ordered list of identifiers for all woken battery modules.

[0092] Therefore, in the battery management system, all battery module identifiers received from all other woken-up battery modules are compared with the identifier of the corresponding receiving battery module. The corresponding battery management system performs the comparison, compiles a sequential list of identifiers, and, where appropriate, sends a message to the dedicated network connection via the dedicated network connection node, indicating that the corresponding battery module is the dominant battery module, by satisfying criteria established by a predetermined protocol. Non-limiting example embodiments may include, but are not limited to, identifiers with the highest or lowest serial number or alphanumeric identifiers, identifiers indicating that the corresponding battery module is recently manufactured, etc.

[0093] Each wake-up battery module stores and maintains an ordered list of identifiers of all wake-up battery modules, sorted according to a predetermined protocol. Therefore, each wake-up battery module is notified of its corresponding position in the sequence.

[0094] The following will be about Figure 5A and Figure 5B Further describe the avoidance of data conflicts (contention), especially on public network connections.

[0095] As disclosed and described herein, certification is implemented to ensure that the battery modules are authentic and / or compatible with the operation of the entire system. Compatibility can be certified based on one or more factors, including but not limited to voltage, brand, etc.

[0096] Authentication can be achieved using various cryptographic protocols, including but not limited to those that typically require the public and private keys of the corresponding nodes, such as SHA and MD5. Below is a non-limiting example of authentication.

[0097] At 420, authentication is exchanged between the dominant battery module and the load. That is, the dominant battery module sends an indicator to the public network connection via the public network connection node to notify the load, such as TSC, of ​​its dominant status; and the load responds by sending an acknowledgment to at least the dominant battery module via the public network connection.

[0098] At 425, the dominant battery module authenticates its dominant status to all other woken battery modules via a dedicated network connection and returns an acknowledgment via the dedicated network connection.

[0099] At 430, each awakened battery module sends its corresponding battery module status information to the master battery module. As a non-limiting example, the awakened battery module may send charging status information, charging limits, sensor data, historical performance data, error codes, etc. The status information data is sent from each battery module to the master battery module via a dedicated network connection.

[0100] At 435, the master battery module sends accumulated and extracted battery data from all other woke-up battery modules to the load via a common network connection. In other words, the master battery module communicates on behalf of all woke-up battery modules via the common network connection, which reduces traffic on the common network connection to facilitate more robust communication between the load and other non-battery components.

[0101] At 440, assuming all battery conditions are acceptable, the load sends a power-on output command to the master battery module via a public network connection.

[0102] At 445, the master battery module sends the same power-on output command to the rest of the awakened battery modules via a dedicated network connection.

[0103] Subsequently, all awakened battery modules (including the master battery module) perform a synchronous power-on process, which includes at least chassis insulation checks, pre-charging of the high-voltage bus, and power-on of the corresponding battery modules.

[0104] The chassis insulation check includes measuring the resistance of each respective wake-up battery module (including the master battery module) to the chassis. Therefore, the chassis insulation measurement circuitry checks for a minimum resistance of, for example, 500 Ω / V, to ensure insulation between the chassis and the terminals of the respective battery module.

[0105] Chassis insulation checks for each awakened battery module are performed sequentially according to the order determined during the arbitration process, ensuring that readings do not overlap and that resistance is not intentionally added during the checks for each battery module.

[0106] Then, after the high-voltage bus has been precharged and the corresponding battery module transmits the bus voltage to or near its corresponding battery cell voltage via a dedicated network connection to the master battery module, the corresponding awakened battery module is powered on, and then the contactor of the corresponding battery module is closed to allow full power to pass through the distributed battery modules.

[0107] Figure 5A This document illustrates the operational flow for arbitrating dynamic address requests between distributed batteries, based on at least some non-limiting example embodiments described and narrated herein. Figure 5B It shows in Figure 5A The continuation of the operation process that started in the middle. Figure 5A and Figure 5B The combined form will be referred to in the following text as the same figure. In the description Figure 5A and Figure 5B At that time, refer to Figure 1 to Figure 4 Non-limiting example embodiments are shown and described herein.

[0108] exist Figure 5A and Figure 5B The diagram illustrates the operation between components of a distributed battery management system for transport climate control, according to at least some non-limiting example embodiments described and narrated herein. Because communication over a dedicated network connection is based on a two-wire connection between multiple battery modules on the same bus, message / data collisions can occur when messages from two or more battery modules have the same node address, leading to access delays or even corrupting intended messages. Therefore, to implement the non-limiting example embodiments of the distributed battery system described and narrated herein, in Figure 5A and Figure 5B It provides system operations for classifying and resolving any message contention.

[0109] At 505, the load (i.e., TCS or charger (not shown)) is started, and a low-level voltage source (e.g., 12V) is sent to the wake-up port of each battery module.

[0110] In 510, each woken-up battery module sends self-identification information about a dedicated network connection, accessible to all other woken-up battery modules. As a non-limiting example, the self-identification information includes a serial number or other alphanumeric identifier provided by the manufacturer. The self-identification information for each battery module can be stored in any component of the battery management system.

[0111] Therefore, each of the awakened battery modules sends its self-identification information stored by the battery management system 255 to a dedicated network connection node, so that it can be received by all the other awakened battery modules via the dedicated network connection node. To avoid message and / or data contention, each of the awakened battery modules waits, for example, 250ms, for all other battery modules to send their respective self-identification information.

[0112] At 515, at the battery management system used for each wake-up battery module, all battery module identifiers received from all other wake-up battery modules are compared with the identifier of the corresponding receiving battery module.

[0113] At 520, when appropriate, after 515, that is, at least one awakened battery module sends a message to other battery modules via a dedicated network connection node to a dedicated network connection, the message indicating that the corresponding battery module is the dominant battery module by meeting the criteria established by a predetermined protocol. Non-limiting example embodiments may include, but are not limited to, having a highest or lowest serial number or alphanumeric identifier, having an identifier indicating that the corresponding battery module is recently manufactured, etc. The battery modules then wait again, for example, 250ms, to contend for the claim of becoming the dominant battery module.

[0114] At 525, if no contention is received after the waiting period, each battery module acts as the dominant battery module for distributed configuration.

[0115] However, if in 515, each battery module does not self-identify as meeting the criteria for being the dominant battery module, then in 535, the battery module compiles the order list of identifiers in all awakened battery modules according to the criteria established by a predetermined protocol and sorts itself.

[0116] At 540, a non-dominant battery module that has not requested the dominant battery module state to send a request for its supporting battery address to other battery modules via a dedicated network connection. In other words, based on an ordered list of identifiers corresponding to the respective battery modules' positions, each non-dominant battery module sends its own support request to other woken-up battery modules.

[0117] According to network bus protocols, such as CAN, every transmission from a node includes at least one unique node address, which allows the target node to quickly register the node and helps to "retry" the transmission if there is a physical message collision or some other message error.

[0118] Therefore, in the event that the dominant battery module becomes inoperable or uncommunicable for any reason, the aforementioned sequence list based on the respective identifiers and the confirmations generated by each battery module are relevant. The communication role of the dominant battery module is then assumed by the next battery module in the sequence list.

[0119] At 545, after each of the awakened battery modules sends its respective battery support request, the battery module waits, for example, 250ms to contend for its own status request. However, it can send its own request without waiting.

[0120] If it is determined at 550 that no contention has been received, the woken-up battery module continues its assumed communication role at 555.

[0121] However, if contention is determined at 550—that is, a message or data conflict exists on the private network connection, specifically a conflict over a common node address—the dominant battery module is not required to return to 535 to recompile the order list of identifiers for all awakened battery modules and sort the individual battery modules among the other awakened battery modules according to a standard established by a predetermined protocol. At 560, retries are repeated a set number of times (e.g., three times) until no contention is detected. However, if a predetermined number of contentions persists after the retry limit is met, a fault code is sent via the private network connection at 565, and the awakened battery module at 570 presents a fault state that needs to be resolved.

[0122] Figure 6A The operational flow for determining the conductive configuration of a distributed battery is illustrated according to at least some non-limiting example embodiments described and narrated herein. Figure 6B It shows in Figure 6A The continuation of the operation process that started in the middle. Figure 6A and 6B The combined form will be referred to in the following text as the same figure. In the description Figure 6A and Figure 6B At that time, refer to Figure 1 to Figure 4 Non-limiting example embodiments are shown and described herein.

[0123] At 605, the load (i.e., TCS or charger (not shown)) is started, and a low-level voltage source (e.g., 12V) is sent to the wake-up port of each battery module.

[0124] In 610, the battery modules are woken up by arbitration, as described above. That is, each woken-up battery module sends self-identification information about a dedicated network connection for access by all other woken-up battery modules. As a non-limiting example, the self-identification information includes a serial number or other alphanumeric identifier provided by the manufacturer. The self-identification information for each battery module can be stored in any component of the battery management system.

[0125] At 615, the master battery module in the awakened battery module continuously checks for power-on output commands from the load. These power-on output commands are power demands from, for example, the TSC or other corresponding components.

[0126] At 620, upon receiving a power-on output command, according to at least one non-limiting example embodiment, the master battery module sends the power-on output command to all awakened battery modules via a dedicated network connection, but at least to the next awakened battery module according to a stored battery module sequence conforming to a predetermined protocol. That is, as previously described, when power-on output commands are output and received at each battery module, each awakened battery module performs or performs a self-monitoring, by which each battery module measures its resistance to the chassis to which it is attached or otherwise corresponding. However, as previously described, chassis insulation checks for each corresponding awakened battery module are performed sequentially according to the order determined in the arbitration process, such that readings do not overlap and resistance is not intentionally increased during the checks of the corresponding battery modules. Therefore, at 620, each awakened battery module waits until a previously awakened battery module indicates that the insulation check at the previous battery module has been completed before performing its own insulation check. After completing its own insulation check, each awakened battery module transmits a completion message to at least the master battery module via a dedicated network connection. The master battery module then instructs subsequent battery modules to perform insulation checks.

[0127] At 620, as part of the insulation check of each wake-up battery module, a resistance test is performed from the high voltage port HV+ to the chassis and from HV- to the chassis.

[0128] At 625, the HV+ voltage of the chassis is determined so that the master battery module can provide a complete picture of the system voltage. This cannot be done without a crowdsource of HV+ measurements from each battery in the system to the chassis. Using this crowdsourced information, the master battery module can then also see the overall series-parallel configuration and detect missing module failures (the number of modules in each series group must be the same).

[0129] At 630, for the corresponding battery module performing the insulation check, it is determined whether the HV+ voltage of the chassis is greater than HV+ to HV-.

[0130] In 635, if for any wake-up battery module performing an insulation check, HV+ to chassis < HV+ to HV-, then the master battery module notifies all wake-up battery modules that the battery module being tested is not in the upper segment of the series configuration.

[0131] At 640, for any wake-up battery module performing an insulation check, if HV+ to the chassis ≥ HV+ to HV-, the master battery module notifies all wake-up battery modules that the battery module being tested is in the upper segment of a series configuration.

[0132] In 645, when performing an insulation check on all woken battery modules, knowing which woken battery module is in the upper segment of the series configuration, the dominant battery module determines the exact series-parallel configuration of all woken battery modules in the distributed configuration and the overall system voltage.

[0133] As can be understood from the above, various embodiments of the invention have been described herein for illustrative purposes, and various modifications may be made without departing from the scope and spirit of the invention. Therefore, the various embodiments disclosed herein are not intended to be limiting, and their true scope and spirit are indicated by the appended claims.

[0134] all aspects

[0135] Aspect 1: A distributed battery management system, comprising:

[0136] Multiple battery modules are attached to the chassis.

[0137] Each of the plurality of battery modules is configured as follows:

[0138] It is activated when the load is activated.

[0139] It exchanges self-identification information with other battery modules in a multi-module battery system to identify the dominant battery module from among the multiple battery modules, and

[0140] It exchanges internal and performance-related data with other modules in multiple battery modules;

[0141] The dominant battery module is configured as follows:

[0142] The dominant battery module among multiple battery modules connected to the load is identified.

[0143] Send internal and performance-related data from multiple battery modules to the load.

[0144] Coordinate the collective power distribution from multiple battery modules.

[0145] Aspect 2, the distributed battery management system according to aspect 1, wherein the self-identification information exchanged by each of the plurality of battery modules is a serial number.

[0146] Aspect 3, the distributed battery management system according to aspect 1 or 2, wherein the self-identification information exchanged by each of the plurality of battery modules is a manufacturing identifier.

[0147] Aspect 4. The distributed battery management system according to any one of Aspects 1-3, wherein the internal and performance-related data of the plurality of battery modules sent by the master battery module includes one or more of the following: state of charge data, sensor data, fault or historical performance data.

[0148] Aspect 5. The distributed battery management system according to any one of Aspects 1-4, wherein the plurality of battery modules are electrically connected in parallel with each other.

[0149] Aspect 6. The distributed battery management system according to any one of Aspects 1-4, wherein the plurality of battery modules are electrically connected to each other in series and in parallel.

[0150] Aspect 7. The distributed battery management system according to any one of Aspects 1-6, wherein the plurality of battery modules are electrically connected in series with each other.

[0151] Aspect 8. The distributed battery management system according to any one of Aspects 1-7, wherein the dominant battery module is further configured to relay output commands from the load to other battery modules among the plurality of battery modules to output power.

[0152] Aspect 9. The distributed battery management system according to any one of Aspects 1-8, wherein the plurality of battery modules exchange self-identification information and exchange internal and performance-related data via a dedicated network bus.

[0153] Aspect 10. A distributed battery management system according to any one of Aspects 1-9, wherein the dominant battery module is identified as the dominant battery module to the load, transmits internal and performance-related data of the plurality of battery modules to the load, and coordinates the collective power distribution from the plurality of battery modules via a common network bus.

[0154] Aspect 11. The distributed battery management system according to aspect 1, wherein the load is a transport climate control system (TCS).

[0155] Aspect 11. A battery module, comprising:

[0156] To the receiver connected to the dedicated network, where,

[0157] Self-identification information is sent to at least one other battery module via a dedicated network connection.

[0158] It receives identification information from at least one other battery module via a dedicated network connection.

[0159] Internal and performance-related data of the battery module are transmitted to at least one other battery module via a dedicated network connection.

[0160] Receive internal and performance-related data about at least one other battery module via a dedicated network connection; and

[0161] Receiver for public network connections.

[0162] Aspect 12, the battery module according to aspect 11, wherein the self-identification information exchanged by each of the plurality of battery modules is a serial number.

[0163] Aspect 13, the battery module according to aspect 11, wherein the self-identification information of the battery module and the identification information from the at least one other battery module are manufacturing identifiers.

[0164] Aspect 14. The battery module according to any one of Aspects 11-13, wherein the battery module is configured to arbitrate with at least one other battery module based on transmitted self-identification information and received identification information to identify a subsequent battery module as the dominant battery module.

[0165] Aspect 15. The battery module according to any one of Aspects 11-14, wherein the battery module is configured to arbitrate with at least one other battery module based on transmitted self-identification information and received identification information to identify as the dominant battery module to the load.

[0166] Aspect 16. The battery module according to aspect 15, wherein the battery module is further configured to coordinate collective power distribution from multiple battery modules via the public network connection.

[0167] Aspect 17. The battery module according to aspect 15 or 16, wherein the battery module is further configured to transmit internal and performance-related data about the battery module and at least one other battery module to a load via a public network connection.

[0168] Aspect 18. The battery module according to any one of Aspects 15-17, wherein the internal and performance-related data includes one or more of state-of-charge data, sensor data, fault or historical performance data.

[0169] Aspect 19. The battery module according to any one of Aspects 15-18, wherein the battery module is further configured to relay output commands from a load to at least one other battery module to output power.

[0170] Aspect 20: The battery module according to any one of Aspects 15-19, wherein the load is a transport climate control system (TCS).

Claims

1. A distributed battery management system, comprising: A plurality of battery modules attached to a chassis, wherein each of the plurality of battery modules is respectively configured to: Be activated upon load activation, Exchange self-identification information with other battery modules among the plurality of battery modules to identify a dominant battery module from the plurality of battery modules, and Exchange internal and performance-related data with other battery modules among the plurality of battery modules; wherein the dominant battery module is configured to: Be identified as the dominant battery module among the plurality of battery modules to the load, Send the internal and performance-related data of all the plurality of battery modules to the load, and Coordinate the collective power distribution from the plurality of battery modules.

2. The distributed battery management system according to claim 1, characterized in that, The self-identification information exchanged by each of the plurality of battery modules is at least one of a serial number and a manufacturing identifier.

3. The distributed battery management system according to any one of claims 1 to 2, characterized in that, The internal and performance-related data of the plurality of battery modules sent by the dominant battery module includes one or more of charge state data, sensor data, fault or historical performance data.

4. The distributed battery management system according to any one of claims 1 to 3, characterized in that, The plurality of battery modules are conductively connected in parallel to each other.

5. The distributed battery management system according to any one of claims 1 to 4, characterized in that, The dominant battery module is further configured to relay output commands from the load to other battery modules among the plurality of battery modules to output power.

6. The distributed battery management system according to any one of claims 1 to 5, characterized in that, The exchange of the self-identification information and the exchange of the internal and performance-related data among the plurality of battery modules are conducted via a dedicated network bus.

7. The distributed battery management system according to any one of claims 1 to 6, characterized in that, The dominant battery module identified as the dominant battery module to the load sends the internal and performance-related data of the plurality of battery modules to the load, and coordinates the collective power distribution from the plurality of battery modules via a common network bus.

8. The distributed battery management system according to any one of claims 1 to 7, characterized in that, The load is a transport climate control system (TCS).

9. A battery module, comprising: A receiver connected to a dedicated network, wherein, Self-identification information is sent to at least one other battery module via the dedicated network connection, Receive identification information from the at least one other battery module via the dedicated network connection, Internal and performance-related data about the battery module is sent to the at least one other battery module via the dedicated network connection, Receive internal and performance-related data about the at least one other battery module via the dedicated network connection; and A receiver connected to a common network.

10. The battery module according to claim 9, characterized in that, The self-identification information exchanged by the battery module is at least one of a serial number and a manufacturing identifier.

11. The battery module according to any one of claims 9 to 10, characterized in that, The battery module is configured to arbitrate with the at least one other battery module based on the sent self-identification information and the received identification information to identify a subsequent battery module as the dominant battery module.

12. The battery module according to any one of claims 9 to 11, characterized in that, The battery module is configured to arbitrate with the at least one other battery module based on the sent self-identification information and the received identification information to be identified as the dominant battery module to the load.

13. The battery module according to any one of claims 9 to 12, characterized in that, The battery module is further configured to coordinate the collective power distribution from a plurality of battery modules via the common network connection.

14. The battery module according to any one of claims 9 to 13, characterized in that, The battery module is further configured to transmit internal and performance-related data about the battery module and at least one other battery module to the load via the public network connection.

15. The battery module according to any one of claims 9 to 14, characterized in that, The internal and performance-related data includes one or more of the following: charging status data, sensor data, fault or historical performance data.

16. The battery module according to any one of claims 9 to 15, characterized in that, The battery module is further configured to relay output commands from the load to the at least one other battery module to output power.

17. The battery module according to claim 12, characterized in that, The load is a transport climate control system (TCS).

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