Battery control system with a battery unit featuring multiple sets of output terminals and adjustable capacity

Abstract

Vehicle battery control system, including: a battery unit (208), comprising: a first and a second pole (210, 212, 214, 220); a third and a fourth pole (216); a large number of individually stored batteries (224); and a plurality of switches (232) configured to connect one of the batteries (224) to and from one of the first, second, third and fourth poles (210, 212, 214, 220, 216); a mode module (604) configured to set an operating mode based on at least one of a plurality of available operating parameters; and a switch control module (240) configured to control the plurality of switches (232) based on the operating mode, a pre-charge circuit (404) comprising a comparator (412), an output (420), a digital-to-analog converter DAC (424), a pre-charge switch (428) and a pre-charge capacitor (448), wherein the pre-charge capacitor (448) is connected in parallel to the first and second poles (210, 212, 214, 220), wherein the pre-charge circuit (404) is configured to connect a first battery (224-1) to the pre-charge capacitor (448), wherein the pre-charge circuit (404) is further configured to connect a second battery (224-2) to the pre-charge capacitor (448) in response to a determination that the pre-charge capacitor (448) has been charged to a predetermined voltage, wherein the DAC (424) is configured to adjust the output (420) so that the comparator (412) opens the pre-charge switch (428), wherein the switch control module (240) is configured to open a first switch (232-1) and to close a second switch (232-2) and a third switch (232-3), wherein the first battery (224-1) and the second battery (224-2) are configured to charge the pre-charge capacitor (448) when the pre-charge switch (428) is closed.

Description

Introduction

[0001] The present invention relates to vehicles and in particular to battery control systems of vehicles.

[0002] Some vehicle types contain only an internal combustion engine that generates drive torque. Hybrid vehicles contain both an internal combustion engine and one or more electric motors. Some types of hybrid vehicles use the electric motor and the internal combustion engine to achieve greater fuel efficiency than if only the internal combustion engine were used. Some types of hybrid vehicles use the electric motor and the internal combustion engine to achieve higher torque than the internal combustion engine alone could produce.

[0003] Some exemplary types of hybrid vehicles include parallel hybrids, series hybrids, and other hybrid designs. In a parallel hybrid, the electric motor works in parallel with the engine to combine the engine's power and range advantages with the efficiency and regenerative braking benefits of electric motors. In a series hybrid, the engine drives a generator to produce electricity for the electric motor, and the electric motor drives a transmission. This allows the electric motor to take over some of the engine's power delivery responsibilities, potentially enabling the use of a smaller and possibly more efficient engine.

[0004] US 2014 / 0183939A1 describes an energy storage system for supporting two electrical functions of a vehicle, comprising an energy storage unit with a plurality of series-connected energy storage modules, a plurality of sensing units for sensing the state of charge of the plurality of energy storage modules, and a pair of primary voltage terminals. The series-connected plurality of energy storage modules can be connected via the pair of primary voltage terminals during a vehicle power-on state to provide energy storage power at a first voltage level to support primary electrical functions of the vehicle.The energy storage system is further configured to select a subset of the multiple energy storage modules during a "key-off" state of the vehicle and connect them via a pair of secondary voltage connections using a switching network to deliver energy storage power at a second voltage level.

[0005] US 2013 / 0200848A1 describes a method for charging / discharging a battery pack using an auxiliary charging / discharging device and a battery arrangement in which several secondary battery cell parallel modules, each containing several secondary battery cells connected in parallel, are connected in series, wherein the method includes, if no anomaly occurs in the secondary battery cells during charging / discharging, connecting the auxiliary charging / discharging device in parallel to one of the secondary battery cell parallel modules, and if an anomaly occurs in one of the secondary battery cells during charging / discharging, disconnecting the connection to the secondary battery cell in which the anomaly occurred in the secondary battery cell parallel module containing the secondary battery cell in which the anomaly occurred, and connecting the auxiliary charging / discharging device in parallel to the secondary battery cell parallel module containing the secondary battery cell.where the anomaly occurred.

[0006] US 2015 / 0251542A1 describes an electric drive system for an electric vehicle, which has a DC power source and a contactor with an output connected to a main bus and an input that can be connected to the DC power source. The contactor can be switched between an open and a closed state. A DC link capacitor is connected to the main bus. A pre-charging circuit, consisting of a controlled current source, is connected between the DC power source and the DC link capacitor. The controlled current source is selectively activated when the contactor is in the open state to charge the DC link capacitor to a predetermined voltage before the contactor is switched to the closed state. Description of the invention

[0007] According to the invention, a battery control system comprises a battery unit comprising: a first and a second terminal; a third and a fourth terminal; a plurality of individually housed batteries; and a plurality of switches configured to connect one of the batteries to and from any of the first, second, third, and fourth terminals. The battery control system further comprises a mode module configured to set an operating mode based on at least one of a plurality of available operating parameters. The battery control system also comprises a switch control module configured to control a plurality of switches based on the operating mode. Finally, the battery control system includes a pre-charge circuit. The pre-charge circuit comprises a comparator, an output, a digital-to-analog converter, a pre-charge switch, and a pre-charge capacitor.The pre-charge capacitor is connected in parallel to the first and second terminals. The pre-charge circuit is configured to connect a first battery to the pre-charge capacitor. The pre-charge circuit is further configured to connect a second battery to the pre-charge capacitor in response to a determination that the pre-charge capacitor has been charged to a predetermined voltage. The DAC is configured to adjust the output so that the comparator opens the pre-charge switch. The switch control module is configured to open a first switch and close a second and a third switch. The first and second batteries are configured to charge the pre-charge capacitor when the pre-charge switch is closed.

[0008] In another embodiment, each of the batteries is a 12-volt battery.

[0009] In another embodiment, the switch control module is configured to control the plurality of switches such that: a first or more of the batteries are connected to the first and second poles and provide a first operating voltage at the first and second poles; and a second or more of the batteries are connected to the third and fourth poles and provide a second operating voltage at the third and fourth poles.

[0010] In another embodiment, the first operating voltage is greater than the second operating voltage.

[0011] In another embodiment, the first operating voltage is equal to the second operating voltage.

[0012] In another embodiment, the first operating voltage is 48 volts and the second operating voltage is 12 volts.

[0013] In another embodiment, the battery unit also includes a fifth pole.

[0014] In another embodiment, the switch control module is configured to control the plurality of switches such that: a first or more of the batteries are connected to the first and second poles and provide a first operating voltage at the first and second poles; a second or more of the batteries are connected to the third and fourth poles and provide a second operating voltage at the third and fourth poles; and a third or more of the batteries are connected to the fifth and fourth poles and provide a third operating voltage at the fifth and fourth poles.

[0015] In another embodiment, the first operating voltage is greater than the second operating voltage and the second operating voltage is equal to the third operating voltage.

[0016] In another embodiment, the first operating voltage is equal to the second operating voltage and the third operating voltage is greater than the first operating voltage.

[0017] In another embodiment, the first operating voltage is 48 volts, the second operating voltage is 12 volts, and the third operating voltage is 12 volts.

[0018] In another embodiment, the switch control module is configured to: in response to the fact that the operating mode is a first mode, control the plurality of switches such that: a first part of the batteries is connected to the first and second poles; and a second part of the batteries is connected to the third and fourth poles; and in response to the fact that the operating mode is a second mode, control the plurality of switches such that: a third part of the batteries is connected to the first and second poles; and a fourth part of the batteries is connected to the third and fourth poles.

[0019] In another embodiment, the first part of the batteries includes a larger number of batteries than the third part of the batteries; and the second part of the batteries includes a smaller number of batteries than the fourth part of the batteries.

[0020] In a further embodiment, the battery unit further includes a fifth terminal, and the switch control module is configured to: in response to the operating mode being a first mode, control the plurality of switches such that: a first part of the batteries is connected to the first and second terminals; a second part of the batteries is connected to the third and fourth terminals; and a third part of the batteries is connected to the fourth and fifth terminals; and in response to the operating mode being a second mode, control the plurality of switches such that: a fourth part of the batteries is connected to the first and second terminals; a fifth part of the batteries is connected to the third and fourth terminals; and a sixth part of the batteries is connected to the fourth and fifth terminals.

[0021] In another embodiment, the switch control module is configured to control the switches to electrically isolate one of the batteries in response to the detection of a fault in one of the batteries.

[0022] In another embodiment, the pre-charging circuit further includes a resistor and an inductor connected in series, wherein the resistor and the inductor are connected in parallel to the first and second poles.

[0023] In another embodiment, a second pre-charge circuit includes a second pre-charge capacitor connected in parallel to the third and fourth poles, wherein the second pre-charge circuit is configured to connect one of the batteries to the second pre-charge capacitor.

[0024] In another embodiment, a battery control system includes: a battery comprising: a first, second, and third terminal; a plurality of individually housed batteries; and a plurality of switches configured to connect one of the batteries to and from one of the first, second, and third terminals; a mode module configured to set an operating mode based on at least one of the plurality of available operating parameters; and a switch control module configured to control the plurality of switches based on the operating mode.

[0025] Further areas of application of the present invention will become apparent from the detailed description, the claims and the drawings. Brief description of the drawings

[0026] The present invention is better understood through the detailed description and the accompanying drawings, wherein: Fig. 1 is a functional block diagram of an exemplary engine control system; Fig. 2 is a functional block diagram of an example of an electrical system of a vehicle; Fig. 3A-3B are a circuit diagram with an exemplary implementation of a battery unit; Fig. 4 contains a schematic diagram of an example of a pre-charging circuit; Fig. 5 is a flowchart that represents an exemplary procedure for controlling the precharging of a precharging capacitor of a precharging circuit; Fig. 6 includes a functional block diagram of an exemplary capacity control system; and Fig. 7 and Fig. Eight exemplary state diagrams illustrating the operating modes and control of the switches of a battery unit are shown.

[0027] Reference symbols can be reused in the drawings to identify similar and / or identical elements. Detailed description

[0028] A vehicle includes a battery unit with first output terminals on the battery unit housing for supplying a primary operating voltage (e.g., 12 V or 48 V) and second output terminals on the housing for supplying a secondary operating voltage (e.g., 12 V or 48 V). The battery unit contains multiple individually housed batteries and multiple switches. A switch control module controls the switches to connect one of the individual batteries to the first and second output terminals and provide the desired capacities and output voltages at these terminals. The switch control module can adjust the desired capacities, for example, based on the vehicle's operating mode (e.g., starting, auxiliary drive, operation, etc.).

[0029] The battery unit may include a pre-charge circuit connected in parallel to either the first or second output terminals. In some implementations, one pre-charge circuit may be connected to the first output terminals and another to the second output terminals. The pre-charge circuit gradually increases the voltage applied to the output terminals to eliminate transient voltages that might otherwise occur if one or more of the individual batteries were connected to the output terminals simultaneously.

[0030] With reference to Fig. Figure 1 shows a functional block diagram of an exemplary powertrain system 100. The powertrain system 100 of a vehicle includes an engine 102 that burns an air-fuel mixture to generate torque. The vehicle cannot be autonomous or self-driving.

[0031] Air is drawn into the engine 102 via an intake system 108. The intake system 108 can include an intake manifold 110 and a throttle valve 112. For example, the throttle valve 112 may consist solely of a throttle plate with a rotating vane. An engine control module (ECM) 114 controls a throttle actuator module 116, and the throttle actuator module 116 regulates the opening of the throttle valve 112 to control the airflow into the intake manifold 110.

[0032] Air from the intake manifold 110 is drawn into the cylinders of the engine 102. While the engine 102 contains multiple cylinders, a single representative cylinder 118 is shown for illustrative purposes. For example, the engine 102 could contain 2, 3, 4, 5, 6, 8, 10, and / or 12 cylinders. The ECM 114 can instruct a cylinder actuator module 120 to selectively deactivate some of the cylinders under certain circumstances, which can improve fuel efficiency.

[0033] The engine 102 can be operated with a four-stroke cycle or another suitable engine cycle. The four strokes of a four-stroke cycle, described below, are called the intake stroke, compression stroke, combustion stroke, and exhaust stroke. With each revolution of a crankshaft (not shown), two of the four strokes occur within cylinder 118. Therefore, two crankshaft revolutions are required for cylinder 118 to experience all four strokes. In four-stroke engines, one engine cycle can correspond to two crankshaft revolutions.

[0034] When cylinder 118 is activated, air is drawn from the intake manifold 110 through an intake valve 122 into cylinder 118 during the intake stroke. The ECM 114 controls a fuel actuator module 124, which regulates fuel injection to achieve a desired air-fuel ratio. Fuel can be injected into the intake manifold 110 at a central location or at multiple locations, such as near the intake valve 122 of each cylinder. In various implementations (not shown), fuel can be injected directly into the cylinders or into the mixing chambers / ports associated with the cylinders. The fuel actuator module 124 can stop fuel injection into deactivated cylinders.

[0035] The injected fuel mixes with air, creating an air-fuel mixture in cylinder 118. During the compression stroke, a piston (not shown) in cylinder 118 compresses the air-fuel mixture. The engine 102 can be a compression-ignition engine, in which case compression ignites the air-fuel mixture. Alternatively, the engine 102 can be a spark-ignition engine, in which case a spark-ignition module 126 energizes a spark plug 128 in cylinder 118 based on a signal from the ECM 114, igniting the air-fuel mixture. Some types of engines, such as homogeneous charge compression ignition (HCCI) engines, can perform both compression and spark ignition. The timing of ignition can be specified in terms of the time when the piston is at its highest position, known as top dead center (TDC).

[0036] The spark ignition module 126 can be controlled by a timing signal that specifies how far before or after top dead center (TDC) the spark should be generated. Since the piston position is directly related to the crankshaft rotation, the operation of the spark ignition module 126 can be synchronized with the crankshaft position. The spark ignition module 126 can disable the spark supply for deactivated cylinders or generate sparks for deactivated cylinders.

[0037] During the combustion stroke, the combustion of the air-fuel mixture drives the piston downwards, thus driving the crankshaft. The combustion stroke can be defined as the time between the piston reaching top dead center (TDC) and the time it returns to its lowest position, known as bottom dead center (BDC).

[0038] During the exhaust stroke, the piston begins to move upwards from bottom dead center (BDC) and expels the combustion byproducts through an exhaust valve 130. The combustion byproducts are then expelled from the vehicle via an exhaust system 134.

[0039] The intake valve 122 can be controlled by an intake camshaft 140, while the exhaust valve 130 can be controlled by an exhaust camshaft 142. In various implementations, multiple intake camshafts (including the intake camshaft 140) can control multiple intake valves (including the intake valve 122) for cylinder 118 and / or the intake valves (including the intake valve 122) of multiple cylinder banks (including cylinder 118). Likewise, multiple exhaust camshafts (including the exhaust camshaft 142) can control multiple exhaust valves for cylinder 118 and / or exhaust valves (including the exhaust valve 130) for multiple cylinder banks (including cylinder 118). While camshaft-based valve actuation has been presented and discussed, camless valve actuation can also be employed.While separate intake and exhaust camshafts are shown, a single camshaft with cams for both intake and exhaust valves can be used.

[0040] The cylinder actuator module 120 can deactivate cylinder 118 by disabling the opening of the intake valve 122 and / or the exhaust valve 130. The time at which the intake valve 122 opens relative to the piston's top dead center (TDC) can be modified by an intake cam adjuster 148. The time at which the exhaust valve 130 opens relative to the piston's TDC can be modified by an exhaust cam adjuster 150. A phase actuator module 158 can control the intake cam adjuster 148 and the exhaust cam adjuster 150 based on signals from the ECM 114. In various implementations, cam adjustment can be omitted. The variable valve lift (not shown) can also be controlled by the phase actuator module 158.In various other implementations, the inlet valve 122 and / or the exhaust valve 130 can be controlled by actuators other than a camshaft, such as electromechanical actuators, electrohydraulic actuators, electromagnetic actuators, etc.

[0041] The engine 102 can include zero, one or more than one charging device that supplies compressed air to the intake manifold 110. Fig. Figure 1 shows, for example, a turbocharger with a turbocharger turbine 160-1, which is driven by exhaust gases flowing through the exhaust system 134. A compressor is another type of charging device.

[0042] The turbocharger also includes a turbocharger compressor 160-2, which is driven by the turbocharger turbine 160-1 and compresses the air entering the throttle valve 112. A wastegate (outlet, WG) 162 controls the exhaust flow, bypassing the turbocharger turbine 160-1. Wastegates can also be referred to as (turbocharger) turbine bypass valves. The wastegate 162 allows the exhaust gas to bypass the turbocharger turbine 160-1, thereby reducing the intake air compression provided by the turbocharger. The ECM 114 can control the turbocharger via a wastegate actuator module 164. The wastegate actuator module 164 can modulate the turbocharger's boost pressure by controlling the opening of the wastegate 162.

[0043] A cooler (e.g., an intercooler or an intercooler) can dissipate some of the heat contained in the compressed air charge, which can be generated during air compression. Although shown separately for illustrative purposes, the turbocharger turbine 160-1 and the turbocharger compressor 160-2 can be mechanically connected, thus placing the intake air in close proximity to the hot exhaust gas. The compressed air charge can absorb heat from components of the exhaust system 134.

[0044] The engine 102 can include an exhaust gas recirculation (EGR) valve 170, which selectively directs the exhaust gas back to the intake manifold 110. The EGR valve 170 can draw exhaust gas from upstream of the turbocharger turbine 160-1 in the exhaust system 134. The EGR valve 170 can be controlled by an EGR actuator module 172.

[0045] The crankshaft position can be measured using a crankshaft position sensor 180. Engine speed can be determined based on the crankshaft position measured by the crankshaft position sensor 180. The engine coolant temperature can be measured using an engine coolant temperature (ECT) sensor 182. The ECT sensor 182 can be located inside the engine 102 or at other points where the coolant circulates, such as a radiator (not shown).

[0046] The pressure within the intake manifold 110 can be measured with a MAP (Magnetic Pressure Monitoring System) sensor 184. In various implementations, the engine vacuum, which is the difference between the ambient air pressure and the pressure in the intake manifold 110, can be measured. The mass flow rate of the air flowing into the intake manifold 110 can be measured with a MAF (Mass Air Flow) sensor 186. In various implementations, the MAF sensor 186 may be located in a housing that also contains the throttle valve 112.

[0047] The position of the throttle valve 112 can be measured by one or more throttle position sensors (TPS) 190. The temperature of the air drawn into the engine 102 can be measured by an intake air temperature sensor (IAT) 192. One or more other sensors 193 may also be implemented. The other sensors 193 include an accelerator pedal position sensor (APP), a brake pedal position sensor (BPP), a clutch pedal position sensor (CPP) (e.g., in a manual transmission), and may include one or more other sensor types. An APP sensor measures the position of an accelerator pedal in a passenger compartment of the vehicle. A BPP sensor measures the position of a brake pedal in a passenger compartment of the vehicle. A CPP sensor measures the position of a clutch pedal in the passenger compartment of the vehicle. The other sensors 193 may also include one or more acceleration sensors that measure longitudinal acceleration (e.g.,The ECM 114 measures the vehicle's forward / backward acceleration and lateral acceleration. An accelerometer is one example of an acceleration sensor, although other types of acceleration sensors can also be used. The ECM 114 can use signals from the sensors to make control decisions for the engine 102.

[0048] The ECM 114 can communicate with a transmission control module 194 to coordinate, for example, engine operation with the shifting operations in a transmission 195. The ECM 114 can also communicate with a hybrid control module 196 to coordinate, for example, the operation of the engine 102 and an electric motor 198. While the example of one electric motor is given, multiple electric motors can be implemented. The electric motor 198 can be a permanent magnet electric motor or another suitable type of electric motor that, when free-running, generates a voltage based on electromagnetic counterforce (EMF), such as a DC electric motor or a synchronous electric motor. In various implementations, different functions of the ECM 114, the transmission control module 194, and the hybrid control module 196 can be integrated into one or more modules.

[0049] Any system that varies an engine parameter can be called an engine actuator. Each engine actuator is assigned an actuator value. For example, the throttle valve actuator module 116 can be called an engine actuator, and the throttle opening range can be called an actuator value. In the example of Fig. 1. The throttle actuator module 116 reaches the throttle opening range by adjusting an angle of the blade of the throttle valve 112.

[0050] The spark ignition module 126 can also be referred to as an engine actuator, while the corresponding actuator value can be the amount of ignition advance relative to the cylinder TDC. Other engine actuators may include the cylinder actuator module 120, the fuel actuator module 124, the phase drive module 158, the wastegate actuator module 164, and the EGR actuator module 172. For these engine actuators, the actuator values ​​can correspond to a cylinder activation / deactivation sequence, a fuel quantity, intake and exhaust cam angles, a target wastegate opening, and an EGR valve opening.

[0051] The ECM 114 can control the actuator values ​​to cause the motor 102 to deliver output torque based on a torque request. The ECM 114 can determine the torque request, for example, based on one or more driver inputs, such as an APP, a BPP, a CPP, and / or one or more other suitable driver inputs. The ECM 114 can determine the torque request, for example, using one or more functions or lookup tables that relate the driver inputs to the torque requests.

[0052] Under certain circumstances, the hybrid control module 196 controls the electric motor 198 to output torque, e.g., to supplement the engine output torque. The hybrid control module 196 can also control the electric motor 198 to output torque for vehicle propulsion when the engine 102 is switched off.

[0053] The hybrid control module 196 supplies electrical energy from a battery unit 208 to the electric motor 198, causing the electric motor 198 to deliver positive torque. The battery unit is described in more detail below. The electric motor 198 can deliver the torque, for example, to an input shaft of the transmission 195, to an output shaft of the transmission 195, or to another component. A clutch 200 can be implemented to couple the electric motor 198 to the transmission 195 and to decouple the electric motor 198 from the transmission 195. One or more gear devices can be implemented between an output of the electric motor 198 and an input of the transmission 195 to provide one or more predetermined gear ratios between the rotation of the electric motor 198 and the rotation of the input of the transmission 195. In some implementations, the electric motor 198 can be omitted.

[0054] The ECM 114 starts the engine 102 via a starter 202. The ECM 114, or another suitable module of the vehicle, engages the starter 202 with the engine 102 to start the engine. For example, the ECM 114 can only engage the starter 202 with the engine 102 when a key-on command is received. A driver can input a key-on command, for example, by turning one or more ignition keys, buttons and / or switches of the vehicle, or a vehicle key fob. The starter 202 can engage a flywheel coupled to the crankshaft or one or more other suitable components that drive the rotation of the crankshaft.

[0055] The ECM 114 can also start the engine in response to an auto-start command during an auto-stop / start event or an engine start command for a coasting event. Auto-stop / start events include shutting down the engine 102 while the vehicle is stopped, the driver has the brake pedal depressed, and the driver has not entered a key-off command. An auto-start command can be generated while the engine 102 is shut down for an auto-stop / start event, for example, when a driver releases the brake pedal and / or depresses the accelerator pedal.

[0056] Sailing events can involve the ECM 114 shutting off engine 102 while the vehicle is in motion (e.g., vehicle speed greater than a predetermined speed, e.g., 50 mph), the driver not pressing the accelerator pedal, and the driver not having entered a key-off command. An engine start command can be generated while engine 102 is shut off for a sailing event, e.g., if a driver presses the accelerator pedal. The driver can enter a key-off command, for example, by operating one or more ignition keys, buttons, and / or switches, as described above.

[0057] A starter actuator, such as a solenoid, can engage the starter 202 with the motor 102. For example, the starter actuator can engage a starter pinion, with a flywheel coupled to the crankshaft. In various configurations, the starter pinion can be coupled to the starter 202 via a drive shaft and a one-way clutch. A starter actuator module 204 controls the starter actuator and the starter 202 based on signals from a starter control module, as explained in more detail below. In various implementations, the starter 202 can be kept engaged with the motor 102.

[0058] In response to a command to start motor 102 (e.g., an auto-start command, a motor start command for the end of a sailing event, or when a key-on command is received), the starter actuator module 204 supplies power to the starter 202 to start motor 102. The starter actuator module 204 can also actuate the starter actuator to engage the starter 202 with motor 102. The starter actuator module 204 can supply power to the starter 202 after it has engaged with motor 102, for example, to enable gear engagement.

[0059] The power supply to the starter 202 drives the rotation of the starter 202, and the starter 202 drives the rotation of the crankshaft (e.g., via the flywheel). The duration for which the starter 202 drives the crankshaft to start the engine 102 can be referred to as the engine start.

[0060] The starter 202 draws energy from the battery unit 208 to start the motor 102. Once the motor 102 is running after the engine start, the starter 202 switches off or is disconnected from the motor 102, and the current flow to the starter 202 can be interrupted. The motor 102 can be considered running when, for example, its engine speed exceeds a predetermined speed, such as a predetermined idle speed. For instance, the predetermined idle speed might be approximately 700 revolutions per minute (rpm) or another suitable speed. The engine starting process can be considered complete when the motor 102 is running.

[0061] A generator 206 converts the mechanical energy of the motor 102 into alternating current (AC). For example, the generator 206 can be coupled to the crankshaft (e.g., via gears or a belt) and convert the mechanical energy of the motor 102 into alternating current by applying a load to the crankshaft. The generator 206 converts the AC voltage into direct current and stores the DC voltage in the battery unit 208. Alternatively, a rectifier located outside the generator 206 can be implemented to convert the AC voltage into DC voltage. The generator 206 can, for example, be an alternator. In various implementations, such as a belt-driven AC starter (BAS), the starter 202 and the generator 206 can be implemented together.

[0062] Fig. Figure 2 is a functional block diagram of an exemplary electrical system of the vehicle. The electrical system includes the battery unit 208 described above.

[0063] The battery unit 208 has two or more different sets of output terminals to provide two or more direct current (DC) operating voltages. Each set of output terminals includes a positive terminal and a negative terminal. Two or more sets of output terminals may share a negative terminal, or the negative terminals of two or more sets may be integrally connected internally within the battery unit 208 or externally. Thus, for example, the battery unit 208 may have a first positive terminal (e.g., 48 volts (V)) 210, a first negative terminal 212, a second positive terminal (e.g., a first 12 V) 214, a third positive terminal (e.g., a second 12 V) 216, and a second negative terminal 220.While the example of battery unit 208 is given with an operating voltage of 48 V and two operating voltages of 12 V, battery unit 208 may have one or more other operating voltages, such as only two operating voltages of 12 V, only two operating voltages of 48 V, two operating voltages of 48 V and one operating voltage of 12 V, or a combination of two or more other suitable operating voltages.

[0064] The battery unit 208 contains a multitude of individual batteries, such as a first battery 224-1, ..., and an Nth battery 224-N (“batteries 224”), where N is an integer greater than or equal to 2. N can be 6, 8, 10, or 12 in various implementations. Each of the batteries 224 can contain one or more battery cells, and each of the batteries 224 can be replaced individually within the battery unit 208. For example, each of the batteries 224 can be a single, individually housed 12 V DC battery. The ability to replace the batteries 224 individually can allow the battery unit 208 to include a shorter warranty period and reduce warranty costs. The batteries 224 can also be individually disconnected, for example, in the event of a failure in a battery module. In various implementations, the battery unit 208 can have the form factor of a standard 12 V automotive-grade battery.

[0065] Each of the 224 batteries has its own separate capacity (e.g., in ampere-hours, Ah). The 208 battery unit includes a variety of switches, such as the first switch 232-1, ..., and the nth switch 232-N (collectively, "switches 232"). The switches 232 allow the 224 batteries to be connected in series, parallel, or in combinations of series and parallel to provide the desired output voltages and capacities at the output terminals.

[0066] A switch control module 240 controls the switches 232 to provide the desired output voltages and capacitances at the output terminals. The switch control module 240 controls the switches 232 to vary the capacitance provided at the output terminals based on the current operating mode of the vehicle, as explained in more detail below.

[0067] Fig. 3A-3B are a circuit diagram with an exemplary implementation of battery unit 208. In the example of Fig. 3A allows sets of four batteries 224 (e.g., 12 V batteries) to be connected in series (via one of the switches 232) to the first positive terminal 210 and the first negative terminal 212 to provide a first output voltage (e.g., 48 V). Individual batteries 224 can be connected (via one of the switches 232) to the second positive terminal 214 or the third positive terminal 216 and the second negative terminal 220 to provide a second output voltage (e.g., 12 V) to the second and third positive terminals 214 and 216. The number of batteries 224 connected to the first positive terminal 210, the second positive terminal 214, and the third positive terminal 216 determines the proportion of the total capacity of the battery unit 208 available at each of the positive terminals.

[0068] As in Fig. As shown in Figure 3B, a first set of electrical vehicle components operates at one or more of the operating voltages of the battery unit 208. For example, the first set of electrical vehicle components can be connected to the second and third positive terminals 214 and 216. Part of the first set of electrical vehicle components can be connected to the second positive terminal 214, and part of the first set of electrical vehicle components can be connected to the third positive terminal 216. The first set of electrical vehicle components can include, for example, the ECM 114 and other vehicle control modules, the starter 202, and / or other electrical loads, such as the first 12 V loads 304, second 12 V loads 308, other control modules 312, third 12 V loads 316, and fourth 12 V loads 320, but is not limited to these.In various implementations, a switching device 324 can be connected to either the first or the second positive terminal 214. The switching device 324 can connect the other control modules 312 and the third 12 V loads 316 to either the second positive terminal 214 or the third positive terminal 216.

[0069] As in Fig. As shown in Figure 3A, a second set of electrical vehicle components operates at one of the other two or more operating voltages of the battery unit 208. For example, the second set of electrical vehicle components can be connected to the first positive terminal 210. The second set of electrical vehicle components can include, but is not limited to, the generator 206 and various electrical consumers, such as 48 V loads 328. The generator 206 can be controlled to charge the battery unit 208.

[0070] Each of the switches 232 can be an insulated-gate bipolar transistor (IGBT), a field-effect transistor (FET), such as a metal-oxide-semiconductor FET (MOSFET), or another suitable switch type.

[0071] The battery unit 208 can also include one or more pre-charging circuits. Fig. Section 4 includes a circuit diagram of an example of a pre-charging circuit 404 for output at the first positive terminal 210 and the first negative terminal 212. The pre-charging circuit 404 is connected to four of the batteries 224-1, 224-2, 224-3 and 224-4.

[0072] The pre-charge circuit 404 includes a charging pump 408, which supplies a comparator 412. The comparator 412 switches its output 416 based on a comparison of the output and output 420 of a digital-to-analog converter (DAC) 424. More precisely, the comparator 412 sets the output 416 to a first state (e.g., a high voltage or digital 1) if the output of the DAC 424 is greater than the output 416. The comparator 412 sets the output 416 to a second state (e.g., a low voltage or digital 0) if the output of the DAC 424 is less than the output 416. An analog-to-digital converter (ADC) 426 converts analog current (I) measurements into digital values ​​and supplies the digital values ​​(corresponding to the current) to the DAC 424.

[0073] A pre-charge switch (Q1) 428 opens and closes based on the state of the output 416. For example, the pre-charge switch 428 closes when the output 416 is in the first state and opens when the output 416 is in the second state. A resistor 432 and an inductor 436 are connected in series between an output node 440 and a node 444 connected to ground potential. A pre-charge capacitor 448 is connected in parallel with the resistor 432 and the inductor 436 between the output node 440 and the node 444. The first positive terminal 210 is connected to the output node 440 and the first negative terminal 212 is connected to the node 444.

[0074] When the pre-charge switch 428 is closed, one or more of the batteries 224-1, 224-2, 224-3 and 224-4, which are connected to an input 452 of the pre-charge switch 428, charge the pre-charge capacitor 448. First, second, third, fourth, fifth and sixth switches (SW1, SW2, SW3, SW4, SW5 and SW6) 232-1, 232-2, 232-3, 232-4, 232-5 and 232-6 control the connections of the batteries 224-1, 224-2, 224-3 and 224-4 to the input 452 of the pre-charge switch 428 and to earth potential. While the example of batteries 224-1, 224-2, 224-3 and 224-4 is shown, a pre-charging circuit similar to pre-charging circuit 428 could additionally or alternatively be connected to each of the batteries 224 and to the second or third positive terminals 214 and 216.

[0075] Fig. Figure 5 is a flowchart illustrating an exemplary procedure for controlling the charging of the pre-charge capacitor 448. The control begins at 504, where the switch control module 240 closes the first switch 232-1. The second, third, fourth, fifth, and sixth switches 232-2, 232-3, 232-4, 232-5, and 232-6 are open. The first battery 224-1 charges the pre-charge capacitor 448 when the pre-charge switch 428 is closed.

[0076] At 508, the DAC 424 increases its output 420 based on the current through the pre-charge switch 428 to limit the current rate of change to a predetermined rate. The comparator 412 switches based on the output 420 of the DAC 424, and the pre-charge switch 428 opens and closes based on the output 416 of the comparator 412.

[0077] At 512, the DAC 424 determines whether the voltage at input 452 minus the voltage at output node 440 is greater than a first predefined voltage change (Vchange1). If 512 is true, the control continues to 516. If 512 is false, the control returns to 508. The first predefined voltage change can be calibratable and can, for example, be set to approximately 90 percent of the input voltage 452 at the time the first switch 232-1 closes before the pre-charge switch 428 closes.

[0078] At 516, the DAC 424 adjusts the output 420 so that the comparator 412 opens the pre-charge switch 428. For example, the DAC 424 can set the output 420 to a predetermined low value. At 520, the switch control module 240 opens the first switch 232-1 and closes the second switch 232-2 and the third switch 232-3. The first, fourth, fifth, and sixth switches 232-1, 232-4, 232-5, and 232-6 are open. The first battery 224-1 and the second battery 224-2 charge the pre-charge capacitor 448 when the pre-charge switch 428 is closed.

[0079] At 524, the DAC 424 increases the output 420 based on the current through the pre-charge switch 428 to limit the current rate of change to the predetermined rate of change. The comparator 412 switches based on the output 420 of the DAC 424, and the pre-charge switch 428 opens and closes based on the output 416 of the comparator 412.

[0080] At 528, the DAC 424 determines whether the voltage at input 452 minus the voltage at output node 440 is greater than a second predefined voltage change (Vchange2). If 528 is true, control continues at 532. If 528 is false, control returns to 524. The second predefined voltage change can be calibratable and can be set, for example, to approximately 90 percent of the input voltage 452 at the time when the second and third switches 232-2 and 232-3 were closed, before the pre-charge switch 428 was closed.

[0081] At 532, the DAC 424 adjusts the output 420 so that the comparator 412 opens the pre-charge switch 428. For example, the DAC 424 can adjust the output 420 to the specified low value. At 536, the switch control module 240 opens the third switch 232-3 and closes the fourth and fifth switches 232-4 and 232-5. The first, third, and sixth switches 232-1, 232-3, and 232-6 are open. The first battery 224-1, the second battery 224-2, and the third battery 224-3 charge the pre-charge capacitor 448 when the pre-charge switch 428 is closed.

[0082] At 540, the DAC 424 increases its output 420 based on the current through the pre-charge switch 428 to limit the current rate of change to the predetermined rate of change. The comparator 412 switches based on the output 420 of the DAC 424, and the pre-charge switch 428 opens and closes based on the output 416 of the comparator 412.

[0083] At 544, the DAC 424 determines whether the voltage at input 452 minus the voltage at output node 440 is greater than a third predefined voltage change (Vchange3). If 544 is true, the control continues to 548. If 544 is false, the control returns to 540. The third predefined voltage change can be calibratable and can be set, for example, to approximately 90 percent of the input voltage 452 at the time when the fourth and fifth switches 232-4 and 232-5 were closed, before the pre-charge switch 428 was closed.

[0084] At 548, the DAC 424 adjusts the output 420 so that the comparator 412 opens the pre-charge switch 428. For example, the DAC 424 can set the output 420 to a predetermined low value. At 552, the switch control module 240 opens the fifth switch 232-5 and closes the sixth switch 232-6. The first, third, and fifth switches 232-1, 232-3, and 232-5 are open. The first battery 224-1, the second battery 224-2, the third battery 224-3, and the fourth battery 224-4 charge the pre-charge capacitor 448 when the pre-charge switch 428 is closed.

[0085] At 556, the DAC 424 increases its output 420 based on the current through the pre-charge switch 428 to limit the current rate of change to the predetermined rate of change. The comparator 412 switches based on the output 420 of the DAC 424, and the pre-charge switch 428 opens and closes based on the output 416 of the comparator 412.

[0086] At 560, the DAC 424 determines whether the voltage at input 452 minus the voltage at output node 440 is greater than a fourth predefined voltage change (Vchange4). If 560 is true, the controller terminates the pre-charge operation. If 560 is false, the controller returns to 556. The fourth predefined voltage change can be calibratable and can be set to, for example, approximately 90 percent of the input voltage 452 at the time the sixth switch 232-6 closes before the pre-charge switch 428 closes. While the controller is indicated and discussed as terminating, it can return to 504 if the voltage output of the first positive and negative terminals 210 and 212 is next switched from off to on.

[0087] Fig. Figure 6 is a functional block diagram of an exemplary capacity control system. A mode module 604 sets an operating mode 608 based on one or more operating parameters 612. The switch control module 240 controls the switches 232 of the battery unit 208 based on the operating mode 608 to control how much of the total capacity of the battery unit 208 is connected to the first positive terminal 210, how much of the capacity of the battery unit 208 is connected to the second positive terminal 214, and how much of the capacity of the battery unit 208 is connected to the third positive terminal 216.

[0088] Fig. Figure 7 is a state diagram illustrating the operating modes and control of the switches. Regarding the Fig. 6 and Fig. 7. The mode module 604 sets the operating mode 608 to a first mode (e.g., a vehicle-off mode), for example, when the vehicle's ignition system is switched off. The first mode is set by 1 in Fig. 7 illustrates.

[0089] The mode module 604 can switch operating mode 608 from the first operating mode to a second operating mode (e.g., a shutdown operating mode) if, for example, at least one of the following conditions is met: all batteries 224 are disconnected from the first positive terminal 210; all batteries 224 are disconnected from the second positive terminal 214; and all batteries 224 are disconnected from the third positive terminal 216. The second mode is indicated by 2 in Fig. 7 illustrates.

[0090] The mode module 604 can switch operating mode 608 from the second operating mode to a third operating mode (e.g., a pre-charge mode) if, for example, at least one of the batteries 224 is connected to one of the positive terminals after all batteries 224 have been disconnected from that positive terminal. In other words, the mode module 604 can switch operating mode 608 from the second operating mode to the third operating mode if the pre-charge circuit 404 charges the pre-charge capacitor 448, which is connected to that positive terminal. The third mode is indicated by 3 in Fig. 7 illustrates.

[0091] The mode module 604 can transfer the operating mode 608 from the third to the first mode after completion of the pre-charging process.

[0092] Mode module 604 can switch operating mode 608 from the first mode to a fourth mode (e.g., an auxiliary mode), for example, if the ignition system is in an auxiliary state. The motor 102 may not run in the auxiliary state, but some electronic vehicle components may still receive power. The fourth mode is indicated by 4 in Fig. 7 illustrates.

[0093] The mode module 604 can convert operating mode 608 into a fifth operating mode (e.g., a crank operating mode) during the starting process of the motor 102. The fifth mode is indicated by 5 in Fig. Figure 7 illustrates this. The mode module 604 can convert operating mode 608 into a sixth operating mode (e.g., a driving mode), for example, when the motor 102 reaches the driving state after starting. The sixth mode is indicated by 6 in Fig. 7 illustrates.

[0094] Mode module 604 can convert operating mode 608 into a seventh operating mode, e.g., during the auto-stop portion of an auto-stop / start event. The seventh mode is indicated by 7 in Fig. Figure 7 illustrates this. The mode module 604 can convert operating mode 608 into an eighth operating mode, for example, based on at least one of the following: brake pedal position (BPP), accelerator pedal position (APP), state of charge (SOC) of the battery unit 208, battery temperature, and one or more other operating parameters 612. The eighth mode is represented by Figure 8 in Fig. 7 illustrates.

[0095] The mode module 604 can convert operating mode 608 into a ninth operating mode, for example, based on at least one of the BPP, the APP, the SOC of the battery unit 208, the battery temperature, and one or more other operating parameters 612. The ninth mode is designated by 9 in Fig. 7 illustrates.

[0096] The mode module 604 can convert operating mode 608 into a tenth operating mode, for example, based on at least one of the BPP, the APP, the SOC of the battery unit 208, the battery temperature, and one or more other operating parameters 612. The tenth mode is denoted by 10 in Fig. Figure 7 illustrates this. The mode module 604 can convert operating mode 608 into an eleventh operating mode, for example, based on at least one of the BPP, the APP, the SOC of the battery unit 208, the battery temperature, and one or more other operating parameters 612. The eleventh mode is represented by 11 in Fig. 7 illustrates.

[0097] Fig. Section 8 contains a state diagram with additional operating modes. For example, mode module 604 can convert operating mode 608 from any other mode into a twelfth mode if, for example, the voltage at the first positive terminal 210 and the first negative terminal 212 is above a predefined upper limit voltage or below a predefined lower limit voltage. The twelfth mode is represented by 12 in Fig. 8 illustrates.

[0098] The mode module 604 can convert operating mode 608 from any other mode into a thirteenth mode if, for example, the voltage at the second positive terminal 214 and the second negative terminal 220 is above a predefined upper limit voltage or below a predefined lower limit voltage. The thirteenth mode is designated by 13 in Fig. 8 illustrates.

[0099] The mode module 604 can convert operating mode 608 from any other mode into a fourteenth mode if, for example, the voltage at the third positive terminal 216 and the second negative terminal 220 is above a predefined upper limit voltage or below a predefined lower limit voltage. The fourteenth mode is designated by 14 in Fig. 8 illustrates.

[0100] When operating mode 608 is in the first mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a first predetermined capacity allocation. The first predetermined capacity allocation can, for example, involve connecting the entire capacity of the battery unit 208 to the second positive terminal 214 and the second negative terminal 220. No capacity of the battery unit 208 is connected to the third positive terminal 216 or the first positive terminal 210 in the first predetermined capacity allocation.

[0101] When operating mode 608 is in the second mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a second predetermined capacity allocation. This second predetermined capacity allocation can, for example, involve connecting no capacity of the battery unit 208 to any of the terminals that are to be disconnected from a positive terminal. Alternatively, the entire capacity of the battery unit 208 may be connected to no positive terminals or to other positive terminals that are not to be disconnected.

[0102] When operating mode 608 is in the third mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a third predetermined capacity allocation. The third predetermined capacity allocation can, for example, involve connecting a first predetermined portion of the total capacity of the battery unit 208 to one of the positive terminals to be connected.

[0103] When operating mode 608 is in the third mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a third predetermined capacity allocation. This third predetermined capacity allocation can, for example, involve connecting a first predetermined portion of the total capacity of the battery unit 208 to one of the positive terminals to be connected. The first predetermined portion can be greater than zero and less than 100 percent of the total capacity of the battery unit 208.

[0104] When operating mode 608 is in the fourth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a fourth predetermined capacity allocation. The fourth predetermined capacity allocation can, for example, involve connecting the total capacity of the battery unit 208 to the second positive terminal 214. In the fourth predetermined capacity allocation, no capacity of the battery unit 208 is connected to the third positive terminal 216 or the first positive terminal 210.

[0105] When operating mode 608 is in the fifth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a fifth predetermined capacity allocation. The fifth predetermined capacity allocation can, for example, involve connecting the total capacity of the battery unit 208 to the second positive terminal 214. In the fifth predetermined capacity allocation, no capacity of the battery unit 208 is connected to the third positive terminal 216 or the first positive terminal 210.

[0106] When operating mode 608 is in the sixth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a sixth predetermined capacity allocation. The sixth predetermined capacity allocation may, for example, involve connecting the second, third, and fourth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The second predetermined portion may, for example, be approximately one-ninth of the total capacity of the battery unit 208, the third predetermined portion may be approximately one-third of the total capacity of the battery unit 208, and the fourth predetermined portion may be approximately two-ninths of the total capacity of the battery unit 208. As used herein, "approximately" may include a variation of + / - 10%.

[0107] When operating mode 608 is in seventh mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a seventh predetermined capacity allocation. The seventh predetermined capacity allocation can, for example, involve connecting a fifth, sixth, and seventh predetermined portion of the total capacity of the battery unit 208 to the first, second, and third positive terminals, 210, 214, and 216, respectively. The fifth predetermined portion can, for example, be approximately zero percent of the total capacity of the battery unit 208, the sixth predetermined portion can be approximately five-sixths of the total capacity of the battery unit 208, and the seventh predetermined portion can be approximately one-sixth of the total capacity of the battery unit 208.

[0108] When operating mode 608 is in mode eight, the switch control module 240 controls the switches 232 of the battery unit 208 based on an eighth predetermined capacity allocation. The eighth predetermined capacity allocation can, for example, involve connecting the eighth, ninth, and tenth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The eighth predetermined portion can, for example, be approximately one-sixth of the total capacity of the battery unit 208, the ninth predetermined portion can be approximately one-half of the total capacity of the battery unit 208, and the tenth predetermined portion can be approximately one-third of the total capacity of the battery unit 208.

[0109] When operating mode 608 is in ninth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a ninth predetermined capacity allocation. The ninth predetermined capacity allocation can, for example, involve connecting the eleventh, twelfth, and thirteenth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The eleventh predetermined portion can, for example, be approximately one-third of the total capacity of the battery unit 208, the twelfth predetermined portion can be approximately one-third of the total capacity of the battery unit 208, and the thirteenth predetermined portion can be approximately one-third of the total capacity of the battery unit 208.

[0110] When operating mode 608 is in tenth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a tenth predetermined capacity allocation. The tenth predetermined capacity allocation can, for example, involve connecting the fourteenth, fifteenth, and sixteenth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The fourteenth predetermined portion can, for example, be approximately half of the total capacity of the battery unit 208, the fifteenth predetermined portion can be approximately one-third of the total capacity of the battery unit 208, and the sixteenth predetermined portion can be approximately one-sixth of the total capacity of the battery unit 208.

[0111] When operating mode 608 is in eleventh mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on an eleventh predetermined capacity allocation. The eleventh predetermined capacity allocation can, for example, involve connecting the seventeenth, eighteenth, and nineteenth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The seventeenth predetermined portion can, for example, be approximately two-thirds of the total capacity of the battery unit 208, the eighteenth predetermined portion can be approximately one-sixth of the total capacity of the battery unit 208, and the nineteenth predetermined portion can be approximately one-sixth of the total capacity of the battery unit 208.

[0112] When operating mode 608 is in twelfth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a twelfth predetermined capacity allocation. The twelfth predetermined capacity allocation can, for example, involve connecting the twentieth, twenty-first, and twenty-second predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The twentieth predetermined portion can, for example, be approximately zero percent of the total capacity of the battery unit 208, the twenty-first predetermined portion can be approximately half of the total capacity of the battery unit 208, and the twenty-second predetermined portion can be approximately half of the total capacity of the battery unit 208.

[0113] When operating mode 608 is in thirteenth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a thirteenth predetermined capacity allocation. The thirteenth predetermined capacity allocation may, for example, involve connecting the twenty-third, twenty-fourth, and twenty-fifth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The twenty-third predetermined portion may, for example, be approximately one-sixth of the total capacity of the battery unit 208, the twenty-fourth predetermined portion may be approximately zero percent of the total capacity of the battery unit 208, and the twenty-fifth predetermined portion may be approximately five-sixths of the total capacity of the battery unit 208.

[0114] When operating mode 608 is in fourteenth mode, the switch control module 240 controls the switches 232 of the battery unit 208 based on a fourteenth predetermined capacity allocation. The fourteenth predetermined capacity allocation may, for example, involve connecting the twenty-sixth, twenty-seventh, and twenty-eighth predetermined portions of the total capacity of the battery unit 208 to the first, second, and third positive terminals 210, 214, and 216, respectively. The twenty-sixth predetermined portion may, for example, be approximately one-sixth of the total capacity of the battery unit 208, the twenty-seventh predetermined portion may be approximately five-sixths of the total capacity of the battery unit 208, and the twenty-eighth predetermined portion may be approximately zero percent of the total capacity of the battery unit 208.

[0115] If a fault is detected in one of the batteries 224, the switch control module 240 electrically disconnects that battery 224 and prevents it from being connected directly or indirectly to any of the positive terminals. The switch control module 240 also updates (decreases) the total capacity of the battery unit 208 if a fault is detected in one of the batteries 224. If a fault is detected in one of a set of batteries 224 used to supply power to the first positive terminal 210, the switch control module 240 electrically disconnects that battery 224 and connects one or more other batteries 224 to supply the same power to the first positive terminal 210.

Claims

[1] Battery control system of a vehicle, comprising: a battery unit (208), comprising: a first and a second pole (210, 212, 214, 220); a third and a fourth pole (216); a large number of individually stored batteries (224); and a plurality of switches (232) configured to connect one of the batteries (224) to and from one of the first, second, third and fourth poles (210, 212, 214, 220, 216); a mode module (604) configured to set an operating mode based on at least one of a plurality of available operating parameters; and a switch control module (240) configured to control the plurality of switches (232) based on the operating mode, a pre-charge circuit (404) comprising a comparator (412), an output (420), a digital-to-analog converter DAC (424), a pre-charge switch (428) and a pre-charge capacitor (448), wherein the pre-charge capacitor (448) is connected in parallel to the first and second poles (210, 212, 214, 220), wherein the pre-charge circuit (404) is configured to connect a first battery (224-1) to the pre-charge capacitor (448), wherein the pre-charge circuit (404) is further configured to connect a second battery (224-2) to the pre-charge capacitor (448) in response to a determination that the pre-charge capacitor (448) has been charged to a predetermined voltage, wherein the DAC (424) is configured to adjust the output (420) so that the comparator (412) opens the pre-charge switch (428), wherein the switch control module (240) is configured to open a first switch (232-1) and to close a second switch (232-2) and a third switch (232-3), wherein the first battery (224-1) and the second battery (224-2) are configured to charge the pre-charge capacitor (448) when the pre-charge switch (428) is closed. [2] Battery control system according to claim 1, wherein the switch control module (240) is configured to control the plurality of switches (232) such that: the first battery (224-1) or several of the batteries (224) are connected to the first and second terminals (210, 212, 214, 220) and provide a first operating voltage at the first and second terminals (210, 212, 214, 220); and the second battery (224-2) or several of the batteries (224) are connected to the third and fourth poles (216) and provide a second operating voltage at the third and fourth poles (216). [3] Battery control system according to claim 1, wherein the switch control module (240) is configured to: In response to the fact that the operating mode is a first mode, controlling the multitude of switches (232), such that: a first part of the batteries (224) is connected to the first and second poles (210, 212, 214, 220); and a second part of the batteries (224) is connected to the third and fourth poles (216); and In response to the fact that the operating mode is a second mode, controlling the multitude of switches (232), such that: a third part of the batteries (224) is connected to the first and second poles (210, 212, 214, 220); and a fourth part of the batteries (224) is connected to the third and fourth poles (216). [4] Battery control system according to claim 3, wherein: the first part of the batteries (224) contains a larger number of batteries (224) than the third part of the batteries (224); and the second part of the batteries (224) contains a smaller number of batteries (224) than the fourth part of the batteries (224). [5] Battery control system according to claim 1, wherein the battery unit (208) further includes a fifth pole, and wherein the switch control module (240) is configured to: In response to the fact that the operating mode is a first mode, controlling the multitude of switches (232), such that: a first part of the batteries (224) is connected to the first and second poles (210, 212, 214, 220); a second part of the batteries (224) is connected to the third and fourth poles (216); and a third part of the batteries (224) is connected to the fourth and fifth poles; and In response to the fact that the operating mode is a second mode, controlling the multitude of switches (232), such that: a fourth part of the batteries (224) is connected to the first and second poles (210, 212, 214, 220); a fifth part of the batteries (224) is connected to the third and fourth poles (216); and a sixth part of the batteries (224) is connected to the fourth and fifth poles. [6] Battery control system according to claim 1, wherein the switch control module (240) is configured to control the switches (232) to electrically disconnect one of the batteries (224) in response to the detection of a fault in one of the batteries (224). [7] Battery control system according to claim 1, wherein the pre-charging circuit (404) further includes a resistor (432) and an inductor (436) connected in series, wherein the resistor (432) and the inductor (436) are connected in parallel to the first and second pole (210, 212, 214, 220). [8] Battery control system according to claim 1 further comprising a second pre-charge circuit comprising a second pre-charge capacitor connected in parallel to the third and fourth pole (216), wherein the second pre-charge circuit is configured to connect one of the batteries (224) to the second pre-charge capacitor.

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