Modular extensible platform area architecture package

Abstract

An integrated power management system for an electric vehicle utilizes a centralized power management compartment architecture. A power management compartment below the second row of seats houses components including a central electronic control unit (ECU), an energy management module (EMM) having a direct current to direct current (DC-DC) converter, and a low voltage battery. This centralized architecture features direct battery connections, unified grounding, and integrated control units compared to conventional distributed power management systems, thereby reducing system complexity, improving packaging efficiency, and enhancing maintainability.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 712,990, filed on October 28, 2024, entitled “Adaptive Hardware Safety Disconnect System,” the entire contents of which are incorporated herein by reference. Background Technology

[0003] This application relates to power and feature management systems for electric vehicles, such as regional integrated energy storage and distribution architectures that combine multiple components into a collision protection zone. Summary of the Invention

[0004] The disclosed subject matter provides regional architectures and other designs for power distribution that allow for redundancy in power distribution and feature functionality while effectively integrating power management components in one location. Attached Figure Description

[0005] Certain features of the subject matter are set forth in the appended claims. However, for purposes of explanation, several examples of the subject matter are illustrated in the following figures.

[0006] Figure 1A An example top view of a vehicle with a regional power distribution as described in this article is shown.

[0007] Figure 1B An example side view of a vehicle with a regional power distribution as described in this article is shown.

[0008] Figure 2A An example block diagram is shown that may include multiple ECUs in a vehicle ECU.

[0009] Figure 2B An example block diagram is shown that may include multiple ECUs in a vehicle ECU.

[0010] Figure 3A An example perspective cross-sectional view of the rear seat assembly and the power management compartment is shown.

[0011] Figure 3B An example perspective cross-sectional view of the rear components and the power management compartment is shown.

[0012] Figure 3C An example perspective cross-sectional view of the rear components and the power management compartment is shown.

[0013] Figure 3D An example perspective cross-sectional view of the rear components and the power management compartment is shown.

[0014] Figure 3E An example implementation of a busbar associated with a power management compartment is illustrated.

[0015] Figure 3F An example schematic diagram of a power distribution system is shown.

[0016] Figure 4 An example area architecture with treehouse components is shown.

[0017] Figure 5 An example configuration for the backend components is shown. Detailed Implementation

[0018] The detailed description set forth below is intended as a description of various configurations of the subject matter and is not intended to represent the only configuration in which the subject matter can be practiced. The accompanying drawings are incorporated herein and form part of the detailed description. The detailed description includes specific details in order to provide a thorough understanding of the subject matter. However, those skilled in the art will clearly understand that the subject matter is not limited to the specific details set forth herein and can be practiced without these specific details. In some instances, well-known structures and components are shown in block diagram form to avoid confusion with the concepts of the subject matter.

[0019] Conventional electric vehicle power systems typically use distributed components, leading to increased complexity, wiring, and reduced reliability. A more integrated and centralized architecture is needed to improve efficiency, reduce costs, enhance safety, or provide functional redundancy. Current systems often struggle to achieve optimal power distribution, safety during charging, or efficient component packaging.

[0020] The disclosed subject matter provides an integrated power management system for electric vehicles, centered on a power management compartment (referred to herein as a treehouse). This power management compartment integrates multiple power management components in a centralized location, typically under the rear seats or in the trunk area. Compared to conventional distributed architectures, this allows for simplified wiring, fewer connection points, or more efficient use of space.

[0021] Figure 1AAn example top view of vehicle 300 is illustrated. As further described herein, vehicle 300 may include electronic control units (ECUs) (e.g., ECU 10 and ECU 20) in the front portion 330 of vehicle 300, ECUs (e.g., ECU 30) in the rear portion 340 of vehicle 300, power management compartment 51 or low-voltage (LV) battery 60 (e.g., 12V battery), etc. As further described herein, ECU 10 is operable on a first side of the longitudinal axis of vehicle 300, while ECU 20 is operable on a second side of the longitudinal axis. The longitudinal axis may be defined as an imaginary line extending from the front to the rear of vehicle 300 along the center of vehicle 300, dividing vehicle 300 into a first (e.g., left) side and a second (e.g., right) side. ECU 30 is operable on components located at the rear of vehicle 300. ECU 30 may be located within power management compartment 51.

[0022] The power management compartment 51 may include an ECU 30, an energy management module (EMM) 52, or an LV battery 60 (e.g., 9V to 16V), etc. The power management compartment 51 may be a structure including power management-related components located at the rear of the vehicle 300 (such as under the second-row seats or trunk of the vehicle 300). The power management compartment 51 may be the volume of a conventional fuel tank and encapsulate multiple components as disclosed herein. Components in the power management compartment 51 may include an ECU 30 with left and right MCUs (e.g., MCU 65 or MCU 66), a DC-DC converter (e.g., DC-DC 50), an LV battery 60, or an isolating switch (ISOSW) (e.g., fault isolation system 11), etc. The DC-DC converter 50 may be located within the EMM 52. The ECU 30 may integrate a battery management system (BMS) and zone control functions to manage the power distribution between the DC-DC bus and the battery bus. The power management compartment 51 can be connected to ECU 10 and ECU 20 to form the backbone of the vehicle's electrical architecture. This design reduces seven or more high-current feeds in other architectures to only three, for example, in the disclosed architecture, while eliminating the need for diodes or computation, etc. The architecture of the power management compartment 51 provides end-to-end functional redundancy and enables simplified LV battery management via a single battery feed. This approach allows for more efficient packaging and reduced system complexity.

[0023] Figure 1BAn example side view of vehicle 300 is illustrated. As shown, vehicle 300 may include one or more battery packs, such as a high-voltage (HV) battery pack 310 (e.g., 450V), which may be located near the central body portion 335 of vehicle 300. The HV battery pack 310 may be coupled to one or more electrical systems of vehicle 300 to provide power to the electrical systems. As further described herein, ECU 10 (also referred to herein as East Area Controller - EZC 10), ECU 20 (also referred to herein as West Area Controller - WZC 20), or ECU 30 (also referred to herein as South Area Controller - SZC 30) may be communicatively connected to each other or distribute power to each other, and may have functional redundancy for power supply or other operation of the electronic components of vehicle 300.

[0024] In one or more embodiments, vehicle 300 may be an electric vehicle having one or more electric motors that use electricity from HV battery pack 310 to drive the wheels of vehicle 300. In one or more embodiments, vehicle 300 may also or alternatively include one or more chemically powered engines, such as gas-powered engines or fuel cell-powered motors. For example, the electric vehicle may be fully electric or partially electric (e.g., hybrid or plug-in hybrid). In various embodiments, vehicle 300 may be a fully autonomous vehicle capable of operating on roads without a human operator or driver, a partially autonomous vehicle capable of operating on some roads without a human operator or driver or capable of operating on roads under the supervision of a human operator, a driverless vehicle capable of operating on roads or other paths without any human occupants, or a human-operated (non-autonomous) vehicle configured for human operation.

[0025] exist Figure 1B In the example, vehicle 300 may be implemented as a truck (e.g., a pickup truck) with battery pack 310. As shown, HV battery pack 310 may include one or more battery modules 315, which may include one or more battery cells 320. However, this is merely illustrative, and in other specific embodiments, HV battery pack 310 may be provided without any battery modules 315 (e.g., in a cell-to-pack configuration).

[0026] like Figure 1BAs shown, vehicle 300 may include a support structure, such as chassis 325 (e.g., frame, internal frame, or other support structure). Chassis 325 may support various components of vehicle 300. As shown, in some embodiments, chassis 325 may span the front portion 330 (e.g., hood or cover portion), central body portion 335, and rear portion 340 (e.g., luggage compartment, payload, or trunk portion) of vehicle 300. In one or more embodiments, HV battery pack 310 may be mounted on chassis 325 (e.g., within one or more of the front portion 330, central body portion 335, or rear portion 340). As shown, HV battery pack 310 may include one or more buses (e.g., one or more current collector elements) or be electrically coupled to such one or more buses. Figure 1B In the example, vehicle 300 includes a first busbar 345 and a second busbar 350, either or both of which may include conductive material for connecting or otherwise electrically coupling the battery module 315 or battery cell 320 to or otherwise electrically coupling it to other electrical components of vehicle 300 to provide power to various systems or components of vehicle 300.

[0027] In other specific implementations, vehicle 300 may be implemented as another type of electric truck, electric delivery vehicle, electric motor vehicle, electric car, electric motorcycle, electric scooter, electric bus, electric passenger or commercial truck, hybrid vehicle or other means of transport, such as maritime or air transport, aircraft, helicopter, submarine, ship or drone, or any other means of transport having battery pack 310 (e.g., which provides power to the propulsion or drive components of the mobile device).

[0028] When compared to other architectures, the disclosed multi-zone architecture allows for reduced wiring. Shorter conductors result in less mass, and thus a lighter vehicle 300. While conductor length may not typically have a significant cost impact on small-gauge conductors, it can affect the overall quality and flexibility of the harness. Longer conductors may increase harness volume and potentially complicate installation due to reduced flexibility.

[0029] Figure 2A and Figure 2BAn exemplary block diagram of a system 100 that may include multiple ECUs of a vehicle 300 is illustrated. An ECU is an embedded system that controls one or more electrical systems or subsystems in a vehicle. The positioning and connection of ECU 10, ECU 20, or ECU 30 can provide a degree of redundancy for failures that may be caused by a collision or other malfunction. The system 100 is designed to allow the vehicle 300 to operate safely for a period of time after a failure, such as being able to drive the vehicle 300 (e.g., steer, brake, or accelerate) to a safe location off the road or being able to operate the electronic control functions of the vehicle 300 (e.g., door latches), etc. As shown, ECU 10, ECU 20, or ECU 30 may be connected to a DC-DC converter 50 (also referred to herein as DC-DC bus 50) to operate a DC-DC load and to a low-voltage (LV) battery 60 (e.g., a 12V battery or LV battery bus 60) to operate an LV battery load.

[0030] Figure 2B An exemplary block diagram of system 100 in normal operation is illustrated. In this example, one or more ECUs (e.g., ECU 30) may include a fault isolation system 11. The fault isolation system 11 may include a disconnect switch. In some configurations, for safety reasons, only one ECU (e.g., ECU 30) may include the fault isolation system 11. A common bus may exist that allows bidirectional power transfer to and from the LV battery 60, which may be a function of the fault isolation system 11. In the event of a failure of the DC-DC converter 50 (within the EMM 52) or the LV battery 60, the common bus will remain operational (e.g., will be available).

[0031] Continue to refer to Figure 2B Each ECU may have one or more dedicated functions that can be powered by a DC-DC converter 50, an LV battery 60, or an LV DC-DC converter 41. ECU 10 may operate (e.g., communicate with or power) functions 1, 2, 3, and 5, or connect to them. Function 1 may include functions such as a first-line universal serial bus or Electronic Stability Program (ESP), etc. Function 2 may include functions such as a right door latch, passenger seat motor, right headlight, alarm module, or front trunk latch, etc. In this example, function 1, 2, 3, or 5 of ECU 10 may be powered by a DC-DC converter 50 (which may be the primary power source) or an LV battery 60 (which may be the secondary power source). ECU 10 may be located at the right front of vehicle 300 and therefore can operate functions primarily for the right side of vehicle 300.

[0032] like Figure 2BAs shown, ECU 20 can operate functions 1, 2, 3, or 4. Function 1 may include functions such as a front suspension valve or autonomous control module, etc. Function 4 may include functions such as a steering angle sensor, front wiper motor, left door latch, left headlight, external near field communication (NFC), or on-board diagnostic (OBD) port, etc. Function 1 or function 2 may include functions such as electric power steering (EPAS), charging port door, internal NFC, or electric power brake, etc. In this example, functions 1, 2, 3, or 4 of ECU 20 may be powered by a DC-DC converter 50 (which may be the primary power source) or an LV battery 60 (which may be the secondary power source). ECU 20 may be located at the left front of vehicle 300 and therefore can operate functions primarily for the left side of vehicle 300.

[0033] like Figure 2B As shown, ECU 30 is operable with functions 1, 2, and jump start functionality. ECU 30 can be connected to jump start interface 17. Jump start interface 17 allows an external power source (e.g., a jump starter kit) to connect to ECU 30 to jump start the electronic functions of vehicle 300, such as when LV battery 60 is depleted. As further described herein, jump start interface 17 may have multiple routes. Function 6 may include functions such as a master contactor or DCFC contactor. Function 7 or function 8 may include functions such as rear vehicle access system sensors, lift-up door latches, trailer brakes, rear right light, rear left light, right trailer brake light, rear suspension valve, DC-DC logic power supply, BMS voltage / isolation monitoring, parking lock, HV battery pack circuit monitor, radio farm, charging port PC / IO, rearview radar, or Ethernet components, etc. In this example, function 6, function 7, or function 8 of ECU 30 may be powered by DC-DC 50 (which may be the primary power source) or LV battery 60 (which may be the secondary power source). ECU 30 may be located at the rear of vehicle 300 (e.g., under the rear seats) and thus can operate functions primarily for the rear portion of vehicle 300.

[0034] Figure 2B System 100 may include a battery management system (BMS). The BMS may be located at or near the HV battery pack 310, where the LV DC-DC converter 41 converts the HV DC to a lower voltage, such as 14V. For example, when the vehicle 300 is in standby mode (e.g., parked), the LV DC-DC converter 41 may help reduce the need for certain operations on the LV battery 60. It is anticipated that the functions disclosed herein (e.g., functions 1 through 8) may be controlled by other ECUs or powered by any of the listed power sources.

[0035] Figure 3AAn exemplary perspective cross-sectional view of components of the rear seat assembly 55 and the power management compartment 51 of the vehicle 300 is shown. The power management compartment 51 may be located below the rear seat assembly 55 of the vehicle 300, such as below one or more seats 56.

[0036] The power management compartment 51 can be a rectangular or other shaped structure housing electrical components such as an ECU 30, a DC-DC converter 50, or other complex power management systems. As shown, the power management compartment 51 may be side-mounted by a structural member 57 of the rear seat assembly 55 to protect the power management compartment 51 or support seat elements such as the seat cushion. The structural member 57 can act as a mounting bracket and structural support, keeping the power management compartment 51 stable during vehicle operation.

[0037] The LV battery 60 can be adjacent to the power management compartment 51 and can be angled in a position that maximizes space utilization, minimizes the possibility of altering passenger comfort, and maintains accessibility for maintenance. This component can be mounted on the floor of the vehicle 300.

[0038] The encapsulated components associated with the power management compartment 51 exemplify the integration of critical systems beneath the passenger area, optimizing space utilization while ensuring ease of maintenance and upgrades.

[0039] Figure 3B An exemplary perspective cross-sectional view of a rear assembly associated with the power management compartment 51 is illustrated. The rear assembly 54 includes the power management compartment 51, the LV battery 60, a connector 58, and connectors such as an ECU 30 from terminals of the LV battery 60 to corresponding terminals of the power management compartment 51.

[0040] Figure 3C An exemplary side cross-sectional view of the rear assembly associated with the power management compartment 51 is illustrated, providing insight into the spatial relationship between the components of the power management compartment 51 and the seating structure of the vehicle 300. The LV battery 60 can be positioned at an angle, thus confirming the space-optimized design described herein. One or more components of the power management compartment 51 (such as the ECU 30, DC-DC 50, or other power management systems) can be connected to the HV battery pack 310. Figure 3D An exemplary top view of a rear assembly 54 is shown, which includes an electrical management compartment 51 integrated into the floor structure of the vehicle 300, the electrical management compartment including wiring that can be connected to the ECU 10. Figure 3EThis is an exemplary implementation of a flexible busbar with a connector that can be used with the power management compartment 51. This flexible busbar reduces issues related to bending large cables. It also means that the resistance of the chain is very well controlled, thus allowing for more efficient sensing and monitoring of the LV battery's health. Using this busbar allows for the integration of temperature sensors and potentially reduces the number of fuses due to the reduced likelihood of short circuits. Figure 3F An exemplary schematic diagram of a power distribution system is shown, which includes an HV battery pack 310 and a power management compartment 51. Components of the power management compartment 51 are connected to the vehicle's HV battery pack 310.

[0041] Figure 4 An exemplary area architecture with a power management compartment 51 is illustrated. In this example, an ECU 30, which may be located at the rear of the vehicle 300, may be mounted on top of an EMM 52. The ECU 30 may include functions associated with a BMS, HV function, or LV function. The EMM 52 may include a DC-DC converter 50 and other power electronics-related components.

[0042] Figure 5 An exemplary configuration of the power management compartment 51 is illustrated. As shown, the connectors can be positioned in a way that helps accommodate the routing of wires and connections to components. In this example, the body connector 62 is placed in the illustrated location near the rear plane of the LV battery 60. This positioning facilitates the routing of wiring and reduces the bending required for maneuvering around the LV battery 60. Figure 5 Further examples illustrate the positioning of EZC power connector 61 (e.g., connected to ECU 10), LV battery input connector 63 (e.g., connected to the positive terminal of LV battery 60), body connector 72, WZC power connector 71 (e.g., connected to ECU 20), and DC-DC connector 73 (e.g., connected to DC-DC 50).

[0043] The power management compartment 51 incorporates design features that optimize space utilization and component integration. The LV battery 60 can be positioned at an angle within the power management compartment 51, allowing for efficient nesting of the battery among other components and reducing the likelihood that the LV battery 60 will affect passenger comfort. This angled orientation maximizes space utilization while maintaining accessibility for maintenance.

[0044] The system is characterized by an Energy Management and Control Unit (EMCU) that combines the SZC 30 with the Energy Management Module (EMM) 52. This integration reduces mass and cost by sharing a common housing, while allowing for tighter integration between components. By eliminating separate covers for components and integrating them into a single unit, the overall Z-height of the power management compartment 51 is reduced. This not only improves packaging efficiency but also enhances passenger safety and comfort by reducing the risk of contact between the seat and the underlying electronics during vehicle operation or in a crash scenario.

[0045] The LV battery 60 can be directly connected to the central ECU 30, eliminating the need for separate voltage sensing wires, fuses, and grounding studs. This direct connection strategy improves the accuracy of voltage and current monitoring while reducing the number of parts and simplifying assembly. Examples exist where the LV battery 60, DC-DC converter 50, and central ECU 30 can share a common ground within the power management compartment 51. This unified grounding method improves electromagnetic compatibility (EMC) and allows for more accurate voltage sensing and current monitoring.

[0046] The architecture of the power management compartment 51 allows easy access to the LV battery 60 for servicing. Maintenance personnel can access the LV battery 60 simply by lifting the second-row seat cushions without removing multiple fasteners or disassembling other components. The central ECU 30 can integrate battery monitoring functions previously handled by separate sensors. This integration eliminates the need for dedicated battery monitoring hardware, thus reducing system complexity and cost. The ECU 30 directly measures battery voltage, current, and temperature, providing more accurate and reliable battery health monitoring.

[0047] By concentrating these critical components within the power management compartment architecture, the disclosed topics can improve electrical performance and reliability, and also contribute to enhanced vehicle dynamics and passenger comfort by optimizing weight distribution and reducing intrusion into passenger space.

[0048] The vehicle design may include a rear-centralized area architecture, characterized by an ECU 30 (e.g., a South Zone Controller (SZC)) housed within a protected rear-centralized area architecture that has a "treehouse" structure (e.g., an electrical management compartment 51) within the vehicle 300's collision protection zone, such as under the second-row seats. The vehicle's collision protection zone refers to specific areas within the vehicle designed to provide the highest level of protection during a collision. The ECU 30 may act as the core of the vehicle 300's electrical system, integrating high-voltage battery management, LV battery management, power distribution control, or rear body control functions. This approach can significantly reduce wiring complexity by reducing the number of high-current power feeds from seven or more to only three main feeds, such as DC-DC converter outputs to ECU 30, ECU 30 to ECU 20, and ECU 30 to ECU 10. This reduction in wiring not only lowers the overall weight of the vehicle 300 but also simplifies the manufacturing process, enhances reliability by reducing potential points of failure, or minimizes electromagnetic interference issues.

[0049] A centralized rear-mounted architecture provides enhanced crash safety by shielding critical components from frontal, rear, or side impacts. This centralized positioning of components reduces the likelihood of simultaneous damage to multiple systems in a severe collision scenario, potentially improving occupant safety and post-collision response. The electrical management compartment 51 can be located in an area reinforced with robust structural components to absorb and dissipate impact energy, thereby minimizing injury to the occupants (and subsequently, the electrical management compartment 51).

[0050] Thermal management can be highly efficient by centralizing high-electric components. A single, efficient cooling circuit can serve the high-electric components in the electrical management compartment 51, thereby improving overall cooling efficiency and reducing the complexity associated with multiple separate cooling systems. For example, the location under the second-row seats can allow for airflow management, thus facilitating overall thermal management without requiring a large amount of additional hardware.

[0051] Maintainability can be enhanced by accessing core components from a single location, thereby simplifying maintenance and repair. As disclosed herein, centralized maintainability allows for modular design, where components are designed as replaceable modules for easier maintenance and potential upgrades. By relocating components traditionally placed at the front of the vehicle (e.g., the LV battery 60 or DC-DC converter 50) to the rear electrical management compartment 51, this architecture allows for a larger front luggage compartment area, enhancing the practicality of the vehicle 300 and providing greater flexibility in the front-end design.

[0052] The methods, systems, or apparatuses disclosed herein may be incorporated into electric vehicles or other devices. The circuit blocks disclosed herein may be distributed or combined with one or more ECUs or other devices. The methods, systems, or apparatuses disclosed herein may be incorporated into products such as various feature-specific or region-specific electronic control units (ECUs). The information disclosed herein (e.g., voltage, current, resistance, or proposed functionality) is provided for illustrative purposes, and other scenarios are contemplated herein.

[0053] This document discloses systems, methods, and apparatus related to integrated power management for electric vehicles. An integrated power management system for an electric vehicle may include a power management compartment located in the rear portion of the vehicle. The power management compartment may include a central electronic control unit (ECU) and an energy management module (EMM), the ECU integrating battery management system functions and zone control functions, and the EMM including a DC-DC converter. The power management compartment may be located under the second or third row of seats in the vehicle. The power management compartment may also include an integrated energy management and control unit (EMCU) that combines the central ECU and EMM in a shared housing. The system may include a left front ECU and a right front ECU communicatively connected to the central ECU of the power management compartment. The central ECU manages the power distribution between a DC-DC bus provided by the DC-DC converter and a battery bus connected to an LV battery. The LV battery is positioned at an angle within the power management compartment and configured to be nested among other components. The LV battery operates in the range of 9V to 16V. This paragraph and all the combinations described in the preceding paragraphs (including the addition and removal of components and steps) are conceived in a manner consistent with the other parts of the detailed description.

[0054] A method for assembling an integrated power management system in an electric vehicle may include: installing a power management compartment under the second-row seats of the vehicle; positioning a low-voltage (LV) battery adjacent to the power management compartment; integrating a central electronic control unit (ECU) and an energy management module (EMM) into a shared housing within the power management compartment; and directly connecting the positive and negative terminals of the LV battery to the corresponding positive and negative terminals of the central ECU. The power management compartment may be located under either the second or third-row seats of the vehicle. The power management compartment may also include an integrated energy management and control unit (EMCU) that combines the central ECU and EMM within the shared housing. The central ECU can manage the power distribution between the DC-DC bus provided by a DC-DC converter and the battery bus connected to the LV battery. The LV battery may be positioned at an angle within the power management compartment and may be nested among other components. The LV battery can operate in the range of 9V to 16V. All combinations described in this and the preceding paragraphs (including the addition and removal of components and steps) are conceived in a manner consistent with the other parts of the detailed description.

[0055] An electrical management compartment located in the rear portion of a vehicle may include a central electronic control unit (ECU) and an energy management module (EMM). The ECU integrates battery management system functions and zone control functions, and the EMM includes a DC-DC converter. The electrical management compartment may be located under the second or third row of seats in the vehicle. The electrical management compartment may also include an integrated energy management and control unit (EMCU) that combines the central ECU and EMM in a shared housing. The system may include a left front ECU and a right front ECU communicatively connected to the central ECU in the electrical management compartment. The central ECU can manage the power distribution between the DC-DC bus provided by the DC-DC converter and the battery bus connected to the LV battery. The LV battery may be positioned at an angle within the electrical management compartment and may be nested among other components. The LV battery can operate in the range of 9V to 16V. All combinations described in this paragraph and the preceding paragraphs (including the addition and removal of components and steps) are conceived in a manner consistent with the other parts of the detailed description.

[0056] Unless otherwise stated, the term "or" is used inclusively. As used herein, the phrase "at least one of" following a series of items, together with the terms "and" or "or" used to separate any items, modifies the entire list, not each member of the list (i.e., each item). The phrase "at least one of" does not require selection of at least one of each of the listed items; rather, the phrase allows for the inclusion of the meaning of at least one of any of these items, and / or at least one of any combination of these items, and / or at least one of each of these items. By way of example, the phrases "at least one of A, B, and C" or "at least one of A, B, or C" respectively refer to only A, only B, or only C; any combination of A, B, and C; and / or at least one of each of A, B, and C.

[0057] When a component is referred to herein as “connected” or “coupled” to another component, it should be understood that the component may be directly connected to that other component, or that there may be intermediate components between these components. Conversely, when a component is referred to herein as “directly connected” or “directly coupled” to another component, it should be understood that there are no intermediate components in the “direct” connection between these components. However, the presence of a direct connection does not preclude the possibility of other connections with intermediate components.

[0058] The predicates “configured to,” “operable to,” and “programmed to” do not imply any particular tangible or intangible modification of the subject matter, but are intended to be used interchangeably. In one or more embodiments, a processor configured to monitor and control operations or components may also mean that the processor is programmed to monitor and control operations or that the processor is operable to monitor and control operations. Similarly, a processor configured to execute code can be interpreted as a processor programmed to execute code or operable to execute code.

[0059] Phrases such as "aspect," "the aspect," "on the other hand," "some aspects," "one or more aspects," "one embodiment," "the embodiment," "another embodiment," "some embodiments," "one or more embodiments," "an implementation scheme," "the implementation scheme," "another implementation scheme," "some implementation schemes," "one or more implementation schemes," "a configuration," "the configuration," "another configuration," "some configurations," "one or more configurations," "the subject matter," "disclosure," "this disclosure," other variations thereof, and similar phrases are for convenience and do not imply that the disclosure associated with such phrases is necessary for the subject matter or that such disclosure applies to all configurations of the subject matter. The disclosure associated with such phrases may apply to all configurations or one or more configurations. One or more examples of the disclosure associated with such phrases may be provided. Phrases such as "aspect" or "some aspects" may refer to one or more aspects, and vice versa, and this similarly applies to other foregoing phrases.

[0060] The term “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment described herein as “exemplary” or “example” is not necessarily to be construed as preferred or advantageous over other embodiments. Furthermore, with regard to the use of terms such as “comprising,” “having,” etc., in the description or claims, such terms are intended to be inclusive in a manner similar to the term “including,” as interpreted when “including” is used as a transition word in the claims.

[0061] All structural and functional equivalents of elements of the various aspects described throughout this disclosure that are known to or will later become known to a person skilled in the art are expressly incorporated herein by reference and are intended to be covered by the claims. Furthermore, nothing disclosed herein is intended to serve the public, whether or not such disclosure is expressly stated in the claims. No element of any claim should be construed under paragraph 6 of 35 U.S.SC § 112 unless the element is expressly stated using the phrase “means for…” or, in the case of a method claim, using the phrase “step for…”.

[0062] The foregoing description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein, but are to be consistent with the full scope of the language claims, wherein elements referred to in the singular are not intended to mean “one and only one,” but rather “one or more” unless specifically stated otherwise. Unless otherwise specifically stated, the term “some” refers to one or more. Male pronouns (e.g., his) include female and neutral pronouns (e.g., her and its), and vice versa. Titles and subheadings (if any) are used for convenience only and do not limit this disclosure.

Claims

1. An integrated power management system for a vehicle, the integrated power management system comprising: An electrical management compartment located in the rear portion of the vehicle, wherein the electrical management compartment includes: A central electronic control unit (ECU), which integrates battery management system functions and regional control functions; and An energy management module (EMM) includes a DC-DC converter.

2. The integrated power management system according to claim 1, wherein, The power management compartment is located under the second or third row of seats in the vehicle.

3. The integrated power management system according to claim 1, wherein, The power management compartment also includes an integrated energy management and control unit (EMCU) that combines the central ECU and the EMM in a shared enclosure.

4. The integrated power management system according to claim 1, wherein the integrated power management system further includes a left front ECU and a right front ECU that are communicatively connected to the central ECU of the power management compartment.

5. The integrated power management system according to claim 1, wherein, The central ECU manages the power distribution between the DC-DC bus provided by the DC-DC converter and the battery bus connected to the low-voltage (LV) battery.

6. The integrated power management system according to claim 5, wherein, The LV battery is positioned at an angle within the power management compartment and is configured to be nested among other components.

7. The integrated power management system according to claim 5, wherein, The LV battery operates in the range of 9V to 16V.

8. A method for assembling an integrated power management system in an electric vehicle, the method comprising: An electrical management compartment is installed under the second row of seats in the vehicle. Position the low-voltage (LV) battery adjacent to the power management compartment; The central electronic control unit (ECU) and energy management module (EMM) are integrated into a shared enclosure within the power management compartment; as well as The positive and negative terminals of the LV battery are directly connected to the corresponding positive and negative terminals of the central ECU.

9. The method according to claim 8, wherein, The power management compartment is located under the second or third row of seats in the vehicle.

10. The method according to claim 8, wherein, The power management compartment also includes an integrated energy management and control unit (EMCU) that combines the central ECU and the EMM in a shared enclosure.

11. The method according to claim 8, wherein, The central ECU manages the power distribution between the DC-DC bus provided by the DC-DC converter and the battery bus connected to the LV battery.

12. The method according to claim 8, wherein, The LV battery is positioned at an angle within the power management compartment and is configured to be nested among other components.

13. The method according to claim 8, wherein, The LV battery operates in the range of 9V to 16V.

14. An electrical management compartment located in the rear part of a vehicle, wherein, The power management compartment includes: A central electronic control unit (ECU), which integrates battery management system functions and regional control functions; and An energy management module (EMM) includes a DC-DC converter.

15. The power management compartment according to claim 14, wherein, The power management compartment is located under the second or third row of seats in the vehicle.

16. The power management compartment according to claim 14, wherein, The power management compartment also includes an integrated energy management and control unit (EMCU) that combines the central ECU and the EMM in a shared enclosure.

17. The power management compartment of claim 14, further comprising a left front ECU and a right front ECU communicatively connected to the central ECU of the power management compartment.

18. The power management compartment according to claim 14, wherein, The central ECU manages the power distribution between the DC-DC bus provided by the DC-DC converter and the battery bus connected to the low-voltage (LV) battery.

19. The power management compartment according to claim 18, wherein, The LV battery is positioned at an angle within the power management compartment and is configured to be nested among other components.

20. The power management compartment according to claim 18, wherein, The LV battery operates in the range of 9V to 16V.

Images