Methods and apparatuses for power distribution in electric and hybrid electric vehicles

Abstract

Disclosed embodiments relate to power distribution systems for vehicles. According to some embodiments, a power distribution systems includes reusable disconnect switches configured to disconnect a vehicle battery of the vehicle from one or more electrical devices of the vehicle based at least partially on a sensed operating and / or environmental condition of the vehicle. According to some embodiments, a power distribution system is configured to deliver power to an electrical device at different voltages depending on the vehicle speed. According to some embodiments, a power distribution system is configured to detect insulation failures of a housing of an electrical device and / or cables connecting the electrical device to a vehicle battery. According to some embodiments, a vehicle battery is provided which is configured to deliver power to electrical devices as different voltages.

Description

METHODS AND APPARATUSES FOR POWER DISTRIBUTION IN ELECTRIC AND HYBRID ELECTRIC VEHICLESCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of priority under 35 U.S.C. § 119(e) of U.S. Provisional application serial number 63 / 622,049, filed January 17, 2024 and U.S. Provisional Application Serial No. 63 / 698,820, filed September 25, 2024, the disclosures of each of which are incorporated herein by reference in their entirety.FIELD

[0002] The field relates to power distribution systems for vehicles.BACKGROUND

[0003] In recent years, there has been a growing popularity of Electric Vehicles (EVs) and Hybrid Electric Vehicles (HEVs) among consumers seeking sustainable transportation options over traditional internal combustion engine-powered vehicles. Both EVs and HEVs utilize high-voltage batteries, such as lithium-ion batteries, to store on-board energy. Notably, some manufacturers have recently introduced batteries designed to operate at exceptionally high voltages, reaching up to 2000 V to 3000 V.SUMMARY

[0004] According to some embodiments, a power distribution system for a vehicle is provided. The system comprises a vehicle battery, an electrical device electrically connected to the vehicle battery, at least one sensor configured to detect at least one operating condition of the vehicle, at least one reusable disconnect switch configured to selectively isolate theelectrical device from the vehicle battery when the at least one reusable disconnect switch is triggered, and at least one processor configured to selectively trigger the at least one reusable disconnect switch to isolate the electrical device from the vehicle battery based at least in part on the at least one operating condition detected by the at least one sensor.

[0005] According to some embodiments, a method of controlling delivery of power from a vehicle battery of a vehicle to an electrical device of the vehicle is provided. The method comprises sensing at least one operating condition of the vehicle with at least one sensor, and selectively triggering a reusable disconnect switch to disconnect the electrical device from the vehicle battery based on the at least one operating condition sensed by the sensor.

[0006] According to some embodiments, an energy drainage system for a vehicle is provided. The system comprises an electrical device, a vehicle battery configured to be electrically connected to the electrical device during a normal operating mode, a disconnect switch configured to disconnect the electrical device from the vehicle battery based at least in part on one or more operating conditions of the vehicle, and one or more switches configured to cause residual energy associated with the electrical device to discharge through a shunt resistor during a discharge operating mode based at least in part on the one or more operating conditions of the vehicle.

[0007] According to some embodiments, a method of controlling an energy drainage system for a vehicle is provided. The method comprises selectively triggering a disconnect switch to disconnect an electrical device from a vehicle battery based at least in part on one or more operating conditions of the vehicle, and based at least in part on the one or more operating conditions of the vehicle, selectively triggering one or more switches to cause residual energy associated with the electrical device to discharge through a shunt resistor.

[0008] According to some embodiments, a vehicle battery is provided. The vehicle battery comprises a plurality of electrochemical cells electrically connected in series between a first output terminal and a second output terminal, and a third output terminal electrically connected to at least some of the plurality of electrochemical cells between the first output terminal and the second output terminal. A voltage between the first output terminal and the third output terminal is less than a voltage between the first and second output terminals.

[0009] According to some embodiments, a method of delivering power from a vehicle battery of a vehicle to electrical devices of the vehicle is provided. The method comprises delivering power from a vehicle battery to a first electrical device at a first voltage using a first output terminal and a second output terminal connected to a plurality of electrochemical cells connected in series between the first output terminal and the second output terminal, and delivering power from the vehicle battery to a second electrical device at a second voltage using a third output terminal and the first output terminal, at least some of the plurality of electrochemical cells being connected between the third output terminal and the first output terminal.

[0010] According to some embodiments, a power distribution system for a vehicle is provided. The system comprises a vehicle battery, an electrical device, a first conductor configured to deliver power from the vehicle battery to the electrical device at a first voltage, a second conductor configured to deliver power from the vehicle battery to the electrical device at a second voltage greater than the first voltage, at least one sensor configured to measure a speed of the vehicle, one or more switches configured to selectively connect the electrical device to the first conductor and the second conductor, and at least one processor configured to control the one or more switches to electrically connect the electrical device to the first conductor when the vehicle speed is less than a threshold speed, and wherein the at least one processor is configured to control the one or more switches to electrically connect the electrical device to the second voltage when the vehicle speed is greater than the threshold speed.

[0011] According to some embodiments, a method of delivering power from a vehicle battery of a vehicle to an electrical device of the vehicle is provided. The method comprises sensing a speed of the vehicle, delivering power from the vehicle battery to the electrical device at a first voltage if the vehicle speed is less than a threshold speed, and delivering power from the vehicle battery to the electrical device at a second voltage if the vehicle speed is greater than the threshold speed, wherein the second voltage is higher than the first voltage.

[0012] According to some embodiments, a power distribution system for a vehicle is provided. The system comprises a vehicle battery, an electrical device, one or more electrical cables comprising one or more electrical conductors electrically connecting the electricaldevice to the vehicle battery, the one or more electrical cables comprising cable shielding, and an isolation monitor electrically connected to the one or more electrical conductors and the cable shielding, the isolation monitor configured to detect a voltage differential and / or a leakage current between the one or more electrical conductors and the cable shielding.

[0013] According to some embodiments, a method of detecting insulation failure in a power distribution system of a vehicle is provided. The method comprises measuring a leakage current and / or a voltage differential between cable conductors of one or more electrical cables and cable shielding of the one or more electrical cables, the one or more electrical cables electrically connecting a vehicle battery of the vehicle to an electrical device of the vehicle; and electrically disconnecting the electrical device from the vehicle battery if the leakage current and / or voltage differential exceeds a threshold leakage current and / or a threshold voltage differential.

[0014] In some embodiments, a high voltage vehicle power distribution system includes a high voltage vehicle battery, a first electrical device that is electrically connected to the battery via the distribution system, a microprocessor-based controller including one or more processors and associate non-transitory computer readable memory, at least one single-use disconnect switch that can be used to isolate the load from the high voltage battery when the single-use disconnect is triggered (i.e. opened) by the controller, and at least one reusable disconnect switch that can be used to isolate the load from the high voltage battery when the reusable disconnect is triggered by the controller. In some embodiments, the microprocessorbased controller may trigger either the single-use or multi-use disconnect depending on a value of at least one operating parameter (e.g. speed) of the vehicle. In some embodiments, the high voltage battery has a voltage greater than 48 volts and less than or equal to 3000 volts. In some embodiments the voltage is between or equal to 60 volts and 3000 volts. In some embodiments, the voltage is between or equal to 200 volts and 3000 volts. In some embodiments the vehicle is an electric vehicle or a hybrid electric vehicle. In some embodiments the first electrical device is an active suspension actuator. In some embodiments the single use disconnect switch is a pyro switch. In some embodiments the controller triggers the single use disconnect switch when a vehicle crash has been detected and it is determined that the reusable disconnect switch is in an untriggered state. In someembodiments the controller triggers the reusable disconnect switch when a value of a vehicle state parameter is above a threshold value.

[0015] In some embodiments, a high voltage vehicle battery includes a first output terminal, a second output terminal, and a third output terminal, a battery management system (BMS), a first multiplicity of battery packs arranged electrically in parallel to each other and disposed between the first output terminal and the second output terminal of the battery. Each battery pack includes battery cells arranged electrically in series with each other. A grouping of battery cells from each battery pack, that may include the same number of cells, are arranged electrically in series and disposed between the first and third output terminals, where the voltage between the first and third output terminals is less (e.g. 16-20 times less) than the voltage between the first and second battery terminals.

[0016] In some embodiments, a high voltage vehicle power distribution system includes a high voltage battery, and a first electrical device where the power distribution system electrically connects the battery’s output voltage to the load when vehicle speed is above a threshold value, and reduces the output voltage from the battery (e.g. with a DC / DC converter), when the speed is lower than a threshold value. The DC / DC converter in such a configuration would need to convey less power, because the load would consume less power at low speeds, and would therefore be less expensive and smaller than a DC / DC converter that would have to convey the maximum power consumed by the load.

[0017] It should be appreciated that the foregoing concepts, and additional concepts discussed below, may be arranged in any suitable combination, as the present disclosure is not limited in this respect. Further, other advantages and novel features of the present disclosure will become apparent from the following detailed description of various nonlimiting embodiments when considered in conjunction with the accompanying figures.BRIEF DESCRIPTION OF FIGURES

[0018] The accompanying drawings are not intended to be drawn to scale. In the drawings, each identical or nearly identical component that is illustrated in various figures may be represented by a like numeral. For purposes of clarity, not every component may be labeled in every drawing. In the drawings:

[0019] Fig. 1 illustrates a schematic representation of an electric vehicle power distribution system with multiple disconnects according to an embodiment;

[0020] Fig. 2 illustrates a diagram of an electric motor module which includes a discharge circuit according to an embodiment;

[0021] Fig 3 illustrates a discharge circuit according to an embodiment;

[0022] Fig. 4 illustrates a discharge circuit according to another embodiment;

[0023] Fig. 5 illustrates a schematic representation of a vehicle battery with multiple battery cells and modules configured to provide different output voltages using multiple electrical terminals associated with different groupings of the battery cells and modules;

[0024] Fig. 6A illustrates a schematic representation of a power distribution system with conductors configured to deliver power to an electrical device at different voltages in a first state according to an embodiment;

[0025] Fig. 6B illustrates a schematic representation of the power distribution system of Fig. 6A in a second state according to an embodiment;

[0026] Fig. 7A illustrates a schematic representation of a power distribution system with conductors configured to deliver power to an electrical device at different voltages in a first state according to another embodiment;

[0027] Fig. 7B illustrates a schematic representation of the power distribution system of Fig. 7 A in a second state according to an embodiment;

[0028] Fig. 8 illustrates a schematic representation of an active suspension system according to an embodiment; and

[0029] Fig. 9 illustrates a schematic representation of an isolation monitor for a power distribution system according to an embodiment.DETAILED DESCRIPTION

[0030] Many vehicles, such as Electric Vehicles (EVs) and Hybrid Electric Vehicles (HEVs) may use a power distribution system to provide power to a range of electrical devices of vehicle sub-systems, such as the propulsion motor(s), power steering, microprocessors, suspension systems, heating and air conditioning systems, as well as radio and lighting systems. Some of these electrical devices may operate at the high voltage supplied by the vehicle battery. For example, high voltage batteries may provide voltages in ranges greater than 48 volts and less than or equal to 3000 volts in some instances. In some embodiments, high voltage batteries may provide voltages in ranges greater than or equal to 60 volts and less or equal to 300 volts. Additionally, other electrical devices onboard a vehicle may function at lower voltages (e.g., less than or equal to about 48 volts including for example 12 volts to 48 volts, 12 volts to 24 volts, or other appropriate ranges). Nevertheless, vehicular electrical power distribution systems are susceptible to malfunctions, such as short circuits caused by accidents, wear and tear, or the failure of individual components (e.g. wire insulation or connectors). This susceptibility underscores the importance of addressing potential issues within the power distribution system to ensure the proper operation of vehicles including vehicle power systems that operate at these higher voltages, including EVs and HEVs.

[0031] It is often desirable for vehicles including high voltage batteries to include disconnect mechanisms electrically connected to a power source and an electrical device which are capable of responding swiftly to prevent severe damage in the event of a fault, such as a short circuit occurring in an EV or HEV. Given that short circuits in these vehicles can generate currents rapidly escalating to thousands of amperes, traditional circuit breakers often do not respond fast enough. In such scenarios, the deployment of fast-acting disconnects, like pyro fuses, may be desirable to rapidly disconnect the power source, for example in less than one millisecond. Such devices may be used, for example, in disconnecting the main battery of a vehicle, including in an EV or HEV, during a vehicle crash or other situation where thepower supply system may become damaged. However, one drawback of such single use disconnect switches is that — once triggered, they cannot be reset and therefore necessitate replacement after a single use. This may present a dilemma: while highly effective at rapidly disconnecting the vehicle battery from electrical device(s), premature implementation (e.g. in a very minor vehicle crash or other minor situation) may needlessly disable the vehicle, incurring substantial repair costs, whereas delayed implementation can lead to additional vehicle damage and / or other undesirable situations. Balancing the timing of deployment becomes a challenge in optimizing the safety and operability of vehicles such as EVs and HEVs.

[0032] In addition to the above, the inventors have recognized that it may be desirable to temporarily disconnect some electrical device(s) from a vehicle battery (e.g., a high voltage battery), but not other electrical devices in additional situations other than a vehicle crash. For instance, as discussed further below, it may be desirable to disconnect an electrical device, such as an actuator of an active suspension system, from the vehicle battery in a number of situations where it may be desirable to reconnect the electrical device after the situation is no longer present. For example, in some embodiments it may be desirable to electrically disconnect the electrical device whenever a person may be near and / or interacting with the electrical device (e.g. when a user is servicing the vehicle), but to allow other electrical devices, such as propulsion motor(s), lights, climate controls, etc., to remain connected to the vehicle battery. It may also be desirable to automatically disconnect the electrical device whenever a person may be near the electrical device to avoid requiring a user to remember to manually disconnect the electrical device when going near the electrical device. Other situations in which it may be desirable to temporarily disconnect an electrical device from a vehicle battery are detailed further below.

[0033] The inventors have therefore recognized an advantage to a power distribution system for a vehicle including a high voltage battery which includes at least one reusable disconnect switch between output terminals of a vehicle battery of the vehicle and one or more electrical devices of the vehicle. The reusable disconnect switch(es) may be controlled by one or more controllers having at least one processor configured to control the one at least one reusable disconnect switch to automatically disconnect the vehicle battery from the electrical device(s)during one or more operating modes. In some embodiments, the power distribution system may include at least one sensor in communication with the at least one processor. The at least one sensor may be configured to sense one or more operating and / or environmental conditions of the vehicle and output corresponding signals to the at least one processor. For example, the one or more sensors may be configured to sense if a person or other animal is within a threshold proximity to the electrical device(s) in some embodiments. Other possible conditions and associated sensors are elaborated on further below. In either case, upon detection of a condition where it is desirable to disconnect the one or more electrical devices from the vehicle battery, the one or more processors may operate the one or more reusable disconnect switches to automatically disconnect the vehicle battery from the electrical devices.

[0034] Any appropriate type of reusable disconnect switch configured to operate in the desired voltage and current ranges and configured to selectively disconnect and connect an electrical device with an associated vehicle battery may be used. For example, a reusable disconnect switch may be any suitable reusable disconnect switch such as an electronic fuse. However, the current disclosure is not limited to only the specific switches noted above.

[0035] It should be understood that the power distribution system may include any combination of sensors configured to detect any combination of operating conditions in which it may be desirable to disconnect electrical devices from the vehicle battery, as the disclosure is not so limited. For instance, the power distribution system may include one or more sensors configured to detect multiple different operating conditions, such as whether the vehicle is being serviced, whether a person is in close proximity to an electrical device, whether a crash has occurred, etc., and trigger the one or more reusable switches to disconnect the one or more electrical devices if any of the operating and / or environmental conditions are met. The one or more processors may also be configured to reconnect the one or more electrical devices using the one or more reusable switches when the sensed conditions are no longer present and / or upon appropriate reset command being received. As elaborated on further below, appropriate sensors that may be used to detect one or more operating and / or environmental conditions associated with a vehicle for controlling operation of the disclosed reusable disconnect switches may include, but are not limited to, pressuresensors configured to sense a tire pressure, inertial measurement units (IMUs), gyroscopes, accelerometers, displacement sensors of the active suspension actuators, encoders of active suspension system actuator motors, cameras, 3D cameras, LIDAR sensors, RADAR sensors, acoustic sensors, optical sensors, resistive sensors, capacitive sensors, inductive sensors, linear potentiometers, linear variable differential transformers, inclinometers, vehicle occupancy sensors, other proximity sensors, vehicle speed sensors, location sensors, thermometers, humidity sensors, and / or other appropriate sensors. Specific non-limiting examples of ways of using signals from the above exemplary sensors for controlling operation of a reusable disconnect switch are provided below.

[0036] As noted above, the inventors have recognized multiple different operating conditions in which it may be desirable to trigger reusable disconnect switch(es). For instance, if the electrical device is an actuator of an active suspension system of the vehicle, it may be desirable to disconnect the actuator from the vehicle battery in situations where a person or other animal may come into contact with the actuators. In other embodiments, an operating condition sensed by the one or more sensors is a condition of a tire of the vehicle (e.g. if a tire is flat). In such a scenario, the inventors have recognized that a user may need to change the tire, which could result in incidental contact with an actuator of an active suspension system while changing the tire, making it desirable to disconnect the actuator from the vehicle battery while this condition is sensed prior to reconnecting the active suspension system after the tire is changed and / or the condition is no longer sensed.

[0037] Depending on the embodiment, a number of different sensors may be used to sense a condition of a tire. For example, in one embodiment a pressure sensor may be configured to measure the pressure of the tire. If the pressure in the tire (i) falls below a threshold pressure (ii) the rate of decrease of tire pressure is greater than a threshold rate, and / or (iii) the decrease in tire pressure over a predetermined time interval is greater than a predetermined amount, the one or more processors may disconnect the actuator from the vehicle battery to, e.g. allow for changing of the tire. In some embodiments, such a threshold tire pressure may be between 34 kPa and 173 kPa below the manufacturer recommended cold tire pressure. In some embodiments, such a threshold tire pressure may be 173 kPa, 138 kPa, 103 kPa, 69 kPa, or 34 kPa, below the manufacturer recommended cold tire pressure. In other embodiments,the sensor is an accelerometer configured to measure vertical acceleration (e.g. acceleration normal to a flat reference ground surface) and / or longitudinal acceleration (e.g. acceleration other than vertical acceleration) of the wheel assembly relative to a body of the vehicle. Vertical acceleration of the wheel assembly greater than a threshold vertical acceleration and / or longitudinal acceleration of the wheel assembly greater than a threshold longitudinal acceleration may be indicative of a tire blowout, collision of the tire sidewall with a foreign object (e.g. a curb), or other potential damage which may necessitate changing of the tire. In either case, the one or more processors may be configured to trigger the one or more associated reusable disconnect switches if the vertical and / or longitudinal acceleration of the wheel assembly exceeds the associated threshold vertical and / or longitudinal acceleration, longitudinal acceleration In either case, upon detection of the condition no longer being present (e.g., a sensed pressure is above the threshold pressure), a manual reset (physical button, input into an interface, or other input), and / or any other appropriate input or sensed parameter the at least one processor may control the reuseable disconnect switch to reconnect the electrical device (e.g., the active suspension system actuator) to the vehicle battery.

[0038] Another scenario in which it may be desirable to disconnect an electrical device (e.g., an actuator of an active suspension system), may be when the user may come into contact with the electrical device when the vehicle is being serviced for reasons other than a flat tire (e.g. replacing brakes, changing oil, etc.). It may therefore be desirable for the one or more processors to disconnect the electrical from the vehicle battery when the sensor(s) detect that the vehicle is being serviced. During servicing, a side and / or corner of the vehicle is often elevated relative to other sides and / or corners of the vehicle. For instance, replacing brakes for a wheel of the vehicle is often performed by jacking one corner of the vehicle relative to others to lift the wheel off the ground to allow for removal of the wheel from the car. Alternatively, servicing the vehicle may involve lifting the entire vehicle off the ground (e.g. with a car lift) where all of the vehicle wheels may be fully extended. In either case, the inventors have recognized that sensing such inclination and / or vertical movement of when the vehicle is stopped (e.g., at a sensed or assumed vehicle speed of zero) may be indicative of the vehicle being serviced. Therefore, in such situations, the inventors have recognized that it may be desirable to trigger the one or more disconnect switches to disconnect the actuator when such a situation is sensed and reconnect the one or more reusable disconnect switcheswhen the situation is no longer sensed. Any suitable sensor to detect such inclination and / or vertical movement may be used, such as an inertial measurement unit (IMU), a gyroscope, accelerometer, displacement sensor of the active suspension actuators, an optical sensor, a resistive sensor, a capacitive sensor, an inductive sensor, a linear potentiometer, a linear variable differential transformer, an inclinometer and / or any other appropriate sensor configured to sense an extension of the active suspension actuators and / or movement of the vehicle chassis. For example, in some embodiments, the actuator itself may be used to detect inclination and / or vertical vehicle movement. When lifting a vehicle or wheel assembly of a vehicle off the ground for servicing, gravity and / or a spring of the associated wheel suspension will cause the actuator to move towards a fully extended position. Therefore, a sensor, such as an encoder of an electric motor of the actuator, may be used to detect such an extension while the vehicle is stopped, and the processor may disconnect the actuator from the vehicle battery using the reusable disconnect switches while such a condition is sensed.

[0039] In some embodiments, it may be desirable to disconnect the actuator whenever a user is near the actuator regardless of other sensed operating conditions. For example, one or more proximity sensors may be configured to detect if an object, such as a person or other animal, is within a threshold distance to the actuator, and the processor(s) may disconnect the actuator from the vehicle battery if the object is within the threshold distance. In some embodiments, the disconnect switch(es) are only triggered if the vehicle is stopped or below a threshold speed and the object is sensed within the threshold distance. Any suitable proximity sensor or combination of proximity sensors may be used, such as visible or infrared sensors (e.g. cameras, DDC / CMOS sensors, laser sensors), acoustic sensors, ultrasonic sensors, and / or capacitive sensors. In some embodiments the threshold distance is less than or equal to 0.5 m, 0.4 m, 0.3 m, 0.2 m, or 0.1 m. In some embodiments, the threshold speed is less than 16 kph, 10 kph, 6 kph, or 2 kph. Of course, other appropriate sensors and / or thresholds may be used depending on the specific design of a vehicle (e.g., different vehicles of different sizes may have different appropriate thresholds).

[0040] While some of the above embodiments disclose disconnecting an actuator of an active suspension system when an operating condition where a person may contact the actuator is detected, it should be understood that any electrical device may be disconnected using reusable disconnect switches under any suitable operating conditions, as the disclosureis not so limited. Additionally, different vehicle subsystems may include multiple different electrical devices. For instance, an active suspension system may include at least one actuator for each wheel assembly of the vehicle. In some embodiments, the reusable disconnect switch(es) may be configured to disconnect all of the electrical devices in a subsystem if a suitable condition is detected for one of the electrical devices. In some embodiments, each electrical device may include one or more corresponding separate reusable disconnect switches, such that only that electrical device need be disconnected if a suitable operating condition is sensed, rather than the entire subsystem (e.g., each device may be separately disconnected and reconnected).

[0041] In some embodiments, it may be desirable to allow a user to manually disconnect the actuator. The vehicle may therefore include a user interface where a user may manually disconnect an electrical device using a reusable disconnect switch.

[0042] As mentioned above, it is known to use single-use disconnect switch(es) (e.g. pyro fuses) to disconnect the vehicle battery from all electrical devices in the vehicle if a crash of sufficient severity is detected. However, because these single use disconnect switches disable the entire vehicle, necessitating towing of the vehicle after being triggered, it is difficult to balance the threshold of when to trigger the single use disconnect switches. It may therefore be desirable for the processor to trigger one or more of the reusable disconnect switches when a crash is detected by the sensor(s). Because of the ease of resetting the reusable disconnect switches, the threshold of when to trigger the reusable disconnect switches may be much lower than the threshold used for single use disconnect switches, thus obviating the difficulty in balancing triggering thresholds. Any suitable sensor or combination of sensors may be used to perform such a crash detection including inertial measurement units, accelerometers, and / or other sensors configured to sense longitudinal acceleration and / or fore / aft accelerations of the vehicle for comparison to corresponding threshold accelerations. In some embodiments, the sensor or combination of sensors may include preemptive sensors configured to detect when a crash may be imminent, such as by detecting proximity, speed, and trajectory of objects that may imminently collide with the vehicle. Such preemptive sensors may include, but are not limited to, LIDAR, RADAR, camera systems, ultrasonicproximity sensors, or any other suitable sensors. In some embodiments, information from the user interface may be used to detect crashes (e.g. via a crash report button).

[0043] While it may be possible to use rapid reusable disconnect switches to entirely replace rapid single use disconnect switches, sourcing such rapid reusable disconnect switches may be difficult and expensive. The inventors have recognized that it may therefore be desirable to incorporate both rapid single-use disconnect switches and reusable disconnect switches into the power distribution system, and configure the one or more processors to trigger these switches at different thresholds. After sensing a crash, before triggering the single use disconnect switches, the processor may determine if corresponding reusable disconnect switches have been triggered. If the reusable disconnect switches have already been triggered (e.g. if the less stringent threshold for triggering the reusable disconnect switches has already been met), the single use disconnect switches need not be triggered. However, if a sudden and severe crash occurs, such that triggering thresholds for both single use and reusable disconnect switches are met approximately simultaneously, the rapid single use disconnect switches may be triggered to rapidly disconnect the vehicle battery from electrical device(s). In some embodiments, the reusable disconnect switch(es) may be triggered in both reactive situations (when a crash has actually been detected, such as by accelerometers) and in preemptive situations (when the sensor(s) determine a crash may be imminent, such as with the preemptive sensors discussed above), while the single use disconnect switch(es) may only be triggered in reactive situations. Any suitable rapid single use disconnect switch(es) may be used, including for example, pyro switches which may also be referred to as pyro fuses, fast blow fuse, or any other rapid single use disconnect switch(es). In some embodiments, the rapid single use disconnect switch(es) may be capable of disconnecting the electrical device(s) from the vehicle battery in less than 500 microseconds, less than 400 microseconds, less than 300 microseconds, less than 200 microseconds, or less than 100 microseconds.

[0044] Any suitable methods of detecting crashes may be used to trigger the reusable disconnect switch(es) and / or the single use disconnect switch(es). In some embodiments,

[0045] In some embodiments, multiple different operating conditions may be met prior to the reusable disconnect switch(es) to be triggered, or combinations of operating conditions may need to be met with different triggering thresholds than those operating conditions would need to meet independently prior to trigger. For instance, the threshold tire pressure at whichto trigger a disconnect of an associated actuator may be lowered if a vertical acceleration of the wheel assembly was recently sensed. In such a scenario, neither the drop in tire pressure nor the sensed vertical acceleration alone are great enough to trigger a disconnect, but both occurring simultaneously or in succession may be sufficient to trigger a disconnect based on different (e.g., lower) secondary thresholds when sensed in combination. It should also be understood that operating conditions or other conditions may be sensed separately from the vehicle and communicated to the vehicle. For instance, weather data may be communicated to the vehicle, such as the presence of snow. The presence of snow may increase the sensitivity of proximity sensors near the wheel assembly, as there is an increased chance that a user would be interacting with the wheel assembly to attach tire chains. Thus, depending on the embodiment, multiple parameters may be sensed or otherwise obtained by the one or more processors and either primary thresholds associated with the different individual parameters may be used and / or secondary parameters associated with the different parameters may be used when these inputs are sensed during a coextensive period of time.

[0046] As noted above, in some embodiments, the reusable disconnect switch(es) are configured to be automatically reset by the processor(s) to reconnect the electrical device(s) to the vehicle battery when the operating condition sensed by the sensor(s) which caused the one or more reusable disconnect switches to trigger no longer exists. However, it is contemplated that in some embodiments, it may be desirable for one or more of the reusable disconnect switch(es) to require manual resetting by a user (e.g. by physically flipping the switch, by providing an input to a user interface of the vehicle to electrically flip the switch, etc.). It is also contemplated that a reusable disconnect switch may be configured to automatically reset when triggered by some operating conditions (e.g. proximity of a person to the electrical device), but may be configured to require manual resetting when triggered by other operating conditions (e.g. a vehicle crash). Thus, the current disclosure is not limited to how the one or more reusable disconnect switches are reset to connect the associated one or more electrical devices with a vehicle battery.

[0047] As used herein a high voltage battery may refer to a battery configured to provide electrical energy at voltages greater than 48 V. For example, a voltage of a high voltage battery may be greater than 48. The voltage may also be greater than or equal to 50 V, 200 V,400 V, 500 V, 800 V, 1000 V, 2000 V, or other appropriate voltage. Correspondingly, a voltage of a high voltage battery may be less than or equal to 3000 V, 2000 V, 1000 V, 800 V, 500 V, or other appropriate voltage. In some embodiments, the voltage may be greater than or equal to 60 volts and less than or equal to 3000 volts. Combinations for the forgoing are contemplated. For example, a high voltage battery may have a voltage greater than 48 V and less than or equal to 3000 V in some embodiments. In other embodiments, a voltage of a high voltage battery may be between or equal to 200 V and 3000 V. In another embodiment, a voltage of a high voltage battery may be between or equal to 500 V and 3000 V. It should be understood that any of the vehicle batteries disclosed herein may be high voltage batteries in at least some embodiments. Additionally, in some embodiments, voltages less than the high voltages noted above may be used onboard a vehicle by one or more electrical devices. For example, low and / or intermediate voltages less than or equal to 48 V may be used for powering such devices as elaborated on further below.

[0048] Fig. 1 illustrates a schematic representation of an exemplary power distribution system 100 for vehicle such as an EV or HEV according to an embodiment. The power distribution system 100 includes a vehicle battery 101, vehicle charger 102, and the vehicle electrical bus 106. Conductors 103 and 104 establish electrical connections between the two terminals of the vehicle battery 101 and the terminals of the charging system 102 and, via the vehicle bus 106, with the terminals of the propulsion motor 107 and other electrical devices such as 108, 110a, and 110b (e.g. actuators of active suspension systems, climate controls, etc.). Disconnect switches 114a and 114b represent rapid single use disconnect switches such as, for example, pyro fuses. Reusable disconnect switches 112a and 112b configured to be selectively opened and closed may be electrically interposed between the vehicle battery 101 and the vehicle charger 102, in series with disconnect switches 114a and 114b, respectively. Similarly, reusable disconnect switches 112c and 112d may be electrically interposed between the vehicle battery 101 and vehicle bus 106, in series with disconnect switches 114a and 114b, respectively. Reusable disconnect switches 112a-112d may serve similar functions as the rapid disconnect switches 114a and 114b, e.g. to isolate the entire vehicle bus 106 from the vehicle battery, effectively disabling all systems in the entire vehicle. Controller 120 may include one or more processors and associated non-transitory computer readable memory including processor executable instructions that when executed cause the controller toselectively trigger the one or more disconnect devices in Fig. 1 using communication connections represented by dashed lines.

[0049] The slower but reusable disconnect switches 112a- 112d in the embodiment depicted in Fig. 1 may be used when a fault or malfunction is detected anywhere in the vehicle that does not require the use of the rapid single use disconnect switches 114a and 114b. Of course, as discussed above, the use of rapid single use disconnect switches 114a and 114b may not be necessary if sufficiently rapid reusable disconnect switches may be sourced and incorporated into the power distribution system 100.

[0050] As discussed above, triggering centrally located disconnect switches such as 112c and 112d may be undesirable under certain circumstances because of their overly broad impact. Events may impact various portions of a vehicle differently (e.g., operating and / or environmental conditions) where a more targeted isolation may be more appropriate. Therefore, as discussed above, dedicated reusable or single use disconnect switches such as 116a and 116b may be used to isolate one or more associated electrical devices. For example, the switches may be used to selectively isolate a single subsystem 108, e.g. a single active suspension actuator, or 116c and 116d may be used to isolate multiple sub-systems in the same class, e.g. two active suspension actuators at the front of the vehicle. For instance, if the left front wheel of a vehicle strikes a pothole and a resulting flat tire is detected, the power (e.g. supplying an active suspension actuator associated with the wheel with the flat) may be shut off with an associated reusable switch so that the tire may be changed while the active suspension actuator associated with that tire is deenergized.

[0051] Any of the methods discussed above may be used to detect the flat tire. For instance, the flat tire may be detected using data from sensors, such as pressure sensors, or inferred from sensor processing, for example by detecting a vertical and / or longitudinal acceleration exceeding threshold value(s) using accelerometers, IMU’s, or any other appropriate sensing arrangement.

[0052] Alternatively, a controller such as controller 120 may determine that a tire is being changed by monitoring a displacement sensor associated with the actuator interposed between the wheel with the flat tire and the vehicle. As discussed above, if the comer of thevehicle with the flat tire is raised with a vehicle jack, the main spring of the suspension of the wheel assembly will cause the actuator in that comer to extend. If this occurs when the vehicle is not moving forward (e.g., a sensed or commanded vehicle speed of zero obtained from a velocimeter, a motor encoder, a tachometer, and / or a drive controller, or other appropriate source), a controller may determine someone is attempting to change the flat tire and / or otherwise may be interacting with the associated wheel well and may therefore temporarily shut off power to the active suspension actuator in the corresponding corner of the vehicle.

[0053] As discussed above, algorithms running on one or more microprocessor based controllers, such as controller 120, and receiving data from various sensors (e.g. a camera, Lidar, displacement sensors, radar, accelerometers, vehicle occupancy sensors) may determine information about one or more aspects of the state of the vehicle (e.g. whether the vehicle is moving forward, has stopped at a red light, has pulled over, has had a collision affecting one corner of the vehicle, has had a flat tire) and / or determine information about one or more aspects of the immediate environment of the vehicle (e.g. whether it is snowing, that there are people in close proximity to the vehicle) and determine that a person may be attempting to work on a portion of a vehicle (e.g. change a tire, install snow chains). If it is determined that such a person may contact the electrical device(s) in that portion of the vehicle, the controller may operate one or more disconnects to isolate one or more electrical device(s) in or near that portion of the vehicle from the vehicle battery.

[0054] Again, while a specific exemplary implementation using reusable disconnect switches is described above, it should be understood that such a disconnect strategy may be used with any appropriate electrical device operated using a high voltage power source on a vehicle. Additionally, the selective operation of the reusable disconnect switches may be triggered based on any of the disclosed or other appropriate vehicle operating parameters and / or environmental conditions as the disclosure is not limited to only triggering a disconnect in the manner specified in the above embodiment.

[0055] As discussed above, vehicles such as EVs and / or HEVs may have a primary energy storage source (e.g., a vehicle battery) connected to an electrical device (e.g., such as an active suspension actuator). In some embodiments, secondary energy storage sources orenergy storage devices (e.g., capacitors, ultracapacitors, batteries, etc.) may be included that can provide power to associated electrical devices (e.g., one or more loads) during periods of low power, where power demands exceed available steady state power, and / or in other appropriate conditions. A disconnect device (e.g. a reusable disconnect switch or a single use disconnect switch) can be included to disconnect one or more electrical devices from the vehicle battery based at least in part on sensed operating conditions of the vehicle.

[0056] While the various disclosed disconnect switches may electrically isolate one or more electrical devices from a high voltage battery, the inventors have identified that when the electrical device is disconnected from the primary energy storage source, the secondary energy storage sources may still be electrically connected to the electrical device. These secondary energy storage sources may result in a residual capacitance being present in that the secondary energy storage sources may electrical charge stored therein at a high voltage that is still electrically connected to the one or more associated electrical devices. In addition, the one or more electrical devices themselves can have an associated capacitance (integrated or separate) that has a capacity to store electrical charge (e.g., residual capacitance of electronics present in an electrical device) therein. Thus once disconnected from the vehicle battery, the system may be unable to discharge this stored electrical energy (i.e., the residual capacitance) of the secondary energy storage source and / or the electrical device when the primary connection to the vehicle battery is interrupted. Therefore, the inventors have recognized that it may be desirable to discharge this residual high-voltage energy when the one or more electrical devices are disconnected from the vehicle battery for reasons similar to those noted above for isolating an electrical device from a high voltage battery in different situations.

[0057] The inventors have recognized by incorporating a fast-acting discharge mechanism, it may be possible to reduce potential exposure to the residual energy in various situations. In some embodiments, the discharge mechanism can include one or more switches configured to cause residual energy to discharge through a shunt resistor during a discharge operating mode based at least in part on one or more operating conditions of the vehicle. The one or more switches and shunt resistor can be in parallel with the residual capacitance, in some embodiments. In other embodiments, the one or more switches and shunt resistor can be inseries with the residual capacitance. Exemplary embodiments detailing these arrangements are provided in further detail below.

[0058] According to some embodiments, a discharge mechanism may be configured based on voltage, capacitance, and / or time-to-discharge considerations. The desired time that it takes for the stored energy to be discharged may be on the between or equal to 0.5 seconds to 10 seconds. The types of capacitance (e.g., the location of the stored residual energy) can include integrated and / or inherent capacitances in the electrical device, resulting in residual energy stored in the electrical device itself. Other types of capacitance can include a secondary energy storage source electrically connected with the electrical device, such as a capacitor, supercapacitor, or other suitable device configured to store energy that can be supplied to an electrical device when desired. The voltage ranges that affect the charge of the capacitor or electrical device may correspond to those of the power sources described herein, such as high voltages supplied by a vehicle battery as disclosed herein (e.g., greater than 48 V including, for example, 50 V to 3000 V, 60V to 3000V, 500 V to 2000 V, 800 V to 2000 V, or 500V- 1000V).

[0059] In some embodiments, the type of electrical device may vary. The electrical device may include any electrical device connected to a voltage rail of the vehicle. The electrical device may also include an active suspension actuator in some embodiments. The active suspension actuator can include an electrical linear actuator, an electric motor and / or generator operatively connected to a hydraulic motor and / or pump of the active suspension actuator, or another suitable actuator. Other appropriate types of electrical devices may include but are not limited to a vehicle electric motor, electric power steering, climate controls, DC-DC converters, or inductors.

[0060] In some embodiments, the fast-acting discharge mechanism may include logic circuits for controlling elements of the discharge mechanism such as by driving or providing signals. The discharge mechanism may be activated based at least in part on one or more sensed operating conditions of the vehicle. For example, one or more signals received by one or more associated processors from one or more sensors configured to sense the one or more operating conditions may be used as elaborated on further below.

[0061] Referring again to Fig. 1, in some embodiments, the power distribution system 100 may include secondary energy storage devices (e.g. capacitors, ultracapacitors, batteries, etc.) in addition to the main vehicle battery 101 to supply energy to one or more electrical devices. Fig. 1 illustrates such secondary energy storage devices 122, 124, and 126. The secondary energy storage devices may be connected in parallel with the one or more loads (e.g., one or more electrical devices) respectively. As illustrated in Fig. 1, such secondary energy storage devices may be located between one or more reusable or single use disconnect devices, e.g., reusable disconnect switches 116a and / or 116c. Under certain operating conditions, in some embodiments, such secondary energy storage devices may have large enough electrical energy capacity to store sufficient electrical charge at a relatively high voltage such that it may be desirable to discharge the residual stored energy. Since these devices may be downstream of all disconnect switches, activating the disconnect switches does not disconnect this residual capacitance from the one or more electrical devices. Therefore, in some embodiments, when, for example, electrical device 108 needs to be isolated from the vehicle battery 101, and disconnect switches 116a and 116b are activated, secondary energy storage device 122 may still retain significant electrical charge.

[0062] Under these circumstances, controller 120, which as noted above may correspond to one or more processors, may be configured to activate a discharge mechanism, as described herein, to discharge the stored energy in secondary energy storage device 122. Alternatively, the secondary energy storage devices may be discharged automatically. For example, secondary energy storage devices 124 and 126 may be discharged automatically, without the direct intervention of controller 120, when disconnect switches 116c and 116d are activated. Discharge of such devices may occur through a special purpose resistor. However, alternatively, in some embodiments the energy from such storage devices may be discharged through coils of a motor that are not producing torque at a given instant in time. For example, in the case of active suspension actuators 110a and 110b, the energy in the secondary energy storage devices 124 and 126 may be discharged automatically via such coils in the motor when disconnect switches 116c and 116d are activated.

[0063] FIG. 2 shows a diagram of one embodiment of an Electric Motor Module (EMM) 160 that includes a discharge circuit 164. The EMM 160 may include a housing sized and shapedto enclose each element of the EMM, though separate housing for these components distanced from each other may also be used. The EMM may include a system controller including one or more processors in some embodiments. Operation of the discharge circuit (of the EMM) to discharge any residual capacitance may be initiated under certain conditions to act as an energy drainage system for the vehicle. The conditions may include power being disconnected from the EMM 160, as a non-limiting example. There may be several ways of detecting that power has been disconnected from the EMM.

[0064] Disconnection from power can be detected via a status of connectors or elements connected to the EMM. In some embodiments, the EMM 160 includes an EMM lid 128 and has a high voltage (HV) connector 134 and a low voltage (LV) connector 146 connected thereto. The HV connector and LV connector may be electrically isolated from each other. The HV connector may have corresponding terminals 136, 138, 140, and 142. The LV connector may have corresponding terminals 148, 150, 152, and 154. Each terminal may represent a positive or a negative terminal, respectively. As a non-limiting example, terminals 136, 140, 148, and 152 may be positive terminals while terminals 138, 142, 150, and 154 are negative terminals.

[0065] The HV connector 134 may have an HV connector interlock 144 and / or the EMM lid 128 may have an EMM lid interlock 130 and an EMM lid interlock 132. The interlocks may be configured to facilitate and maintain connection of two or more corresponding electrical elements. Each interlock may be part of an interlock loop that may trip once the corresponding electrical element disconnects. The interlock loop may have a small current therethrough when the connection is made (e.g., the lid is on). As a non-limiting example, when the HV connector 134 is disconnected, the loop for the HV connector interlock 144 may trip. In some embodiments, once an interlock loop trips, the system may detect that power has been disconnected, thereby satisfying a power disconnection condition.Alternatively, sensing a tripped interlock associated with the EMM 160 may be an operating parameter associated with operation of the previously described reusable disconnect switches to electrically disconnect the EMM from the primary vehicle battery in addition to operating the associated discharge circuit 164 to discharge any residual capacitance associated with the one or more connected electrical devices. In some embodiments, the loop may includemultiple screw points around the perimeter such that when the lid is partially open or partially disconnected, the connection is detected as being lost.

[0066] In some embodiments, a disconnect switch, such as described further in relation to FIG. 3, may be included to disconnect power to an electrical device from a vehicle battery. If the disconnect switch (e.g., an external fuse connected to a vehicle bus) is opened, the system may identify that power has been disconnected from the EMM. If a condition is inadvertently detected such that discharge is activated, the external fuse may protect the vehicle battery (and EMM) from over-stress.

[0067] Furthermore, the EMM may communicate with other systems in the vehicle via a controller area network (CAN). Logic input 156 may be provided via the CAN. An incoming signal from other systems may indicate that power has been disconnected from the EMM. In a non-limiting example, when a vehicle ignition is turned off, a system controller may identify that power has been disconnected. When the logic input 156 is lost, a standalone logic signal or a message on a CAN bus may be received by the logic circuit. The message on the CAN bus may be a watchdog-type message for the vehicle. The input signals may be LV logic signals. The LV logic signals may be from an external controller (e.g., a crash management system).

[0068] Once at least one power disconnect condition has been satisfied or logic input has been lost, such as described above, discharge may be enabled for the discharge circuit 164. The corresponding one or more signals to initiate discharge may be controlled by logic implementation in hardware. The logic implementation may include gates (e.g., an AND gate 194), a delay element or delay circuit, and a latch. The latch may be part of a latch / reset function such that the latch can be reset. The logic implementation may include one or more logic inputs and outputs. The logic output may be coupled to a switch of the discharge circuit 164, such as shown in Fig. 3. As discussed herein, input signals can be vehicle-level signals (e.g., via CAN) in some embodiments.

[0069] In some embodiments, the logic implementation (e.g., including AND gate 194) may use ACTIVE low inputs. The AND logic may include logic integrated circuits or series bipolar junction transistors. If any corresponding input (e.g., EMM lid interlock 132 connection) is lost, the AND logic using ACTIVE low inputs can form a functional OR logic,in some embodiments, such that the 'discharge enable' output becomes ACTIVE (low) if any of the inputs become ACTIVE (low) individually or in combination. As a non-limiting example, when any input is 0, the discharge function may be activated. The ACTIVE low inputs may therefore correspond to the power disconnect condition in that if power is disconnected from the EMM, a logic input is low, a discharge enable signal 162 can be provided, and discharge can be enabled or initiated. The ACTIVE low inputs may also correspond to losing logic input 156 to the EMM (e.g., following a vehicle accident) such that: a logic input is low, a discharge enable signal 162 can be provided, and discharge can be enabled or initiated. The discharge enable signal 162 may be INACTIVE during a normal operating mode. During the normal operating mode, in some examples, a vehicle battery may be configured to be electrically connected to an electrical device (e.g., an actuator of an active suspension system). Once an input is lost, the discharge enable signal 162 can become ACTIVE.

[0070] An example logic (or truth) table is shown below as Table 1 in which 0 can represent a low signal and 1 can represent a high signal. When the ACTIVE low signal input is 1 for each input signal (e.g., ACTIVE low signal SI, S2, S3 which may correspond to three of the inputs shown in Fig. 2), the EMM may remain or be in a normal operating mode. As shown in Table 1, when any input signal is 0, discharge may be enabled so as to enter a discharge operating mode. Once at least one power disconnect condition has been satisfied or a logic input is lost, the logic input may therefore be low as described herein, and discharge can be enabled for the discharge circuit 164. Correspondingly, the logic implementation may default to enabling discharge when any of the inputs are lost (e.g., default to discharge if false).TABLE 1

[0071] In some embodiments, a discharge detection circuit 166 may be included to provide a discharge status to other vehicle systems. The discharge detection circuit may provide logic output 158 to a system external to the EMM 160. Appropriate types of discharge detection circuits may include, but are not limited to voltage sensing circuits (e.g. a analogue voltage comparator, a voltage amplifier in combination with an ADC and a digital comparator), current sensing circuits ((e.g. shunt resistor in combination with an analogue voltage comparator or in combination with a voltage amplifier , an ADC, and a digital comparator]), resistance sensing circuits (e.g. resistance excited by current source, measuring the voltage, or excited by voltage source measuring the current), magnetic sensing circuits (e.g. digital or linear hall-effect sensors, or magnetic sensing ASICs), optical sensing circuits (e.g. LED source sensed by Light Dependent Resistor (LDR), photodiode, or phototransistor), or by continuity sensing of normally-galvanic connections using any of the above methods orcombination of the methods. The logic output may be a status signal to report that the discharge circuit is active.

[0072] Fig. 3 shows an example of a discharge circuit 168, according to some embodiments. Discharge circuit 168 may be an example of discharge circuit 164 in Fig. 2. Discharge circuit 168 may be used in the system of Fig. 1. As shown in Fig. 3, a disconnect switch 170 may be connected to the discharge circuit 168, and the discharge circuit 168 may be connected to an electrical device 178. Thus, the disconnect switch 170 may be configured to disconnect one or more electrical devices (e.g., electrical device 178). The disconnect switch 170 may be a resettable fuse or any other appropriate disconnect switch as disclosed herein. The electrical device 178 may be an electrical device or load as described herein. For example, the electrical device 178 may be an electric motor of an active suspension system. In the depicted embodiment, the electrical device 178 may be inverter of a motor with a plurality of motor inverter coils and one or more switches 180. The one or more switches 180 may include six switches, eight switches, or another suitable number of switches.

[0073] The discharge circuit 168 may include capacitance 172 which may correspond to a separate secondary energy storage source and / or an inherent capacitance associated with the electrical device 178. Thus, capacitance 172 may represent any residual capacitance as described herein. For a high voltage application, the capacitance may be greater than or equal to 10 pF to 500 pF. In high voltage applications, the stored energy associated with capacitance 172 may have voltages substantially equal to the voltages applied to the electrical device by a corresponding primary high voltage battery of the vehicle.

[0074] In the example of Fig. 3, the discharge circuit 168 includes a shunt resistor 174 and a switch 176. In the depicted embodiment the shunt resistor 174 and the switch 176 are in parallel with the capacitance 172 and electrical device 178 and are also in series with each other. The switch 176 may be a metal-oxide-semiconductor field-effect transistor (MOSFET), thyristor, insulated-gate bipolar transistor (IGBT), or other appropriate solid state switch. The switch may also be magnetic, mechanical, or electro-mechanical. The switch may be a high current switch. Regardless of the specific construction, the switch 176 may be configured to cause residual energy to discharge through the shunt resistor during a discharge operating mode based at least in part on the one or more operating conditions of the vehicle, asdescribed above in relation to activating the discharge circuit. In some embodiments, the switch may be configured to cause residual energy to discharge through the shunt resistor 174 and the switch 176.

[0075] During a normal operating mode, disconnect switch 170 can be closed; switch 176 can be open, energy may be stored as represented by capacitance 172 (e.g., at a high voltage); and in the example of electrical device 178 being an inverter, the one or more switches 180 may be controlled by pulse width modulation (PWM) to appropriately operate the illustrated motor though other electrical devices may be used instead. Depending on the embodiment and specific switch construction, the switch 176 may be biased towards the open configuration and / or may be commanded to be in the open configuration when the disconnect switch 170 is closed.

[0076] During a discharge operating mode, disconnect switch 170 can be opened by an associated controller including one or more processors as detailed previously above. In the discharge operating mode the switch 176 can be biased toward a closed position (e.g., upon application of a signal or power), in the example of electrical device 178 having switches, the one or more switches 180 may be open; and the residual energy is discharged through the shunt resistor 174 and switch 176. In some embodiments, since the disconnect switch 170 may be opened, the electrical device may be disconnected from the vehicle battery during the discharge operating mode. The electrical device may have been connected to the vehicle battery using an external device configured to facilitate a connection from the vehicle battery to the electrical device, such as a vehicle bus as described herein.

[0077] In some embodiments, the discharge of the residual energy may follow a decay pattern such as a curve. The time to discharge the stored energy in capacitance 172 may be greater than or equal to 5 milliseconds and less than or equal to 10 seconds in one embodiment. In other embodiments, the time to discharge the stored energy in capacitance 172 may also be between 1 and 10 seconds. The time to discharge may not represent a total discharge, and in some embodiments, the time to discharge of the residual energy may a time to discharge at least 95% of the residual energy stored in the capacitance. In some examples, the discharge occurs until the voltage is less than a predefined limit within a predefined time interval following a charge to an initial starting voltage up to a predefined maximum voltage.Altematively, the discharge circuit may remain activated as long as the disconnect switch 170 is in a disconnected configuration.

[0078] To facilitate a discharge with desired discharge characteristics such as time-of- discharge, the sizing of the shunt resistor may be selected accordingly. In some examples, when a single resistor is included, the shunt resistor may be a 3.3 k resistor. However, the disclosure is not limited to any specific size of shunt resistor as the appropriate resistance may be selected based on the amount of energy to be discharged, voltage, time to discharge, and / or other appropriate design consideration. Additionally, in other examples, an N-resistor array may be included for power-sharing among the resistors such that the power requirement is divided N times for each resistor. As a non-limiting example, when a desired pulse power rating is 300.0 W for one resistor, by including four resistors, the required pulse power rating per resistor drops to 75.0 W.

[0079] Fig. 4 shows an example of a discharge circuit 196, according to another embodiment. Discharge circuit 196 may be another example of discharge circuit 164 of Fig. 2. Discharge circuit 196 also may be used in the power distribution system of Fig. 1.

[0080] As shown in Fig. 4, a disconnect switch 182 may be connected to the discharge circuit, and the discharge circuit may be connected to an electrical device 190. The disconnect switch 182 may be configured to disconnect one or more electrical devices (e.g., electrical device 190) from an associated power source such as a primary high voltage vehicle battery. The disconnect switch may be a resettable fuse or other appropriate disconnect switch as disclosed herein. The electrical device 190 may be an electrical device or load as described herein and may include one or more switches 192. As noted above regarding Fig. 3, the electrical device may be an electric motor of an active suspension system. The one or more switches may include six switches, eight switches, or another suitable number of switches.

[0081] The discharge circuit 196 may include capacitance 184. Capacitance 184 may represent residual capacitance from a secondary energy source connected in parallel with the electrical device 190 and / or from inherent capacitance present on the electrical device 190 itself as described previously above. For a high voltage application, the capacitance may begreater than or equal to 30 p F to 100 pF. In high voltage applications, the stored energy may have voltages substantially equal to the voltages applied to the electrical device by a corresponding primary high voltage battery of the vehicle.

[0082] In the example of Fig. 4, the discharge circuit 196 includes a shunt resistor 186 and a switch 188. The switch 188 may be a MOSFET or other appropriate solid state switch. The switch may also be magnetic or mechanical. In the depicted embodiment the shunt resistor 174 and the switch 176 are in parallel with each other and are electrically connected in series with the capacitance 184 and electrical device 190. In some embodiments, the current in a normal operating mode may be low for a high voltage application, so the switch 188 can be low-current switch (e.g., 5 to 10 amps (A), or any other suitable low current). The switch 188 can include a single switch 188 as shown or can include two or more switches in parallel. As elaborated on further below, during a discharge operating mode, the switch 188 may be opened such that the switch 188 may be configured to cause residual energy to discharge through at least the shunt resistor 186 during the discharge operating mode based at least in part on the one or more sensed operating conditions of the vehicle, as described above in relation to activating the discharge circuit. For example, one or more associated processors may be configured to selectively operate the switch 188 based on operation of the disconnect switch 182 and / or other appropriate sensed and / or commanded operating parameters of the vehicle.

[0083] The dissipative elements of Fig. 4 may include the shunt resistor and the one or more switches 192. In particular, the switch 188 may be configured to cause residual energy to discharge through the shunt resistor 186 and the one or more switches 192. Moreover, the one or more switches 188 can be biased toward the open position during the discharge operating mode, and current can then be directed through the shunt resistor as elaborated on further below.

[0084] During a normal operating mode, disconnect switch 182 can be closed; switch 188 can be closed; energy may be stored as represented by capacitance 184 (e.g., at a high voltage); and in the example of electrical device 190 being an inverter, the one or more switches 192 may be controlled by pulse width modulation (PWM). In the normal operating mode, the closed switch 188 may cause the shunt resistor 186 to not be conducting(significantly), since the path thereto may be shorted by the closed switch 188 (e.g., shunt resistor 186 may be bypassed).

[0085] During a discharge operating mode, disconnect switch 188 can be opened; first, switch 188 can be biased toward an open position (e.g., upon application of a signal or power); second, the one or more switches 192 can be closed; and the residual energy is discharged through the shunt resistor 186 and can be discharged through the one or more switches 192.

[0086] In some embodiments, the one or more switches 192 may be part of a bridge inverter. The bridge inverter may include multiple sets of phase switches. Each set of phase switches may include one or more low-side switches and one or more high-side switches. During the normal operating mode, for a given set of phase switches, the one or more high-side switches and the one or more low-side switches would not be on at the same time since this could cause a short-circuit across the bridge. The short-circuit may occur by connecting the positive terminal (of the bridge inverter) to the negative terminal (of the bridge inverter). During the discharge operating mode, when the one or more switches 192 are closed in the case of a bridge inverter, an intentional short-circuit across the bridge can occur. The short-circuit condition may be desirable since it can short-circuit the (residual) capacitance (e.g., through the dissipative element).

[0087] In some embodiments, the one or more switches 192 can each be turned on together to share the discharge current, thereby reducing the power requirement on each switch (e.g., field-effect transistor (FET)). The one or more switches 192 may be coupled to one or more motor inverter coils of the electrical device 190. The dissipative elements during the discharge operating mode can thus include the plurality of inverter coils in that the shunt resistor may direct current passing therethrough through the inverter coils. However, embodiments in which the electrical device 190 is a different type of electrical device are also contemplated.

[0088] As described in relation to Fig. 3, and referring to Fig. 4, the discharge of the residual energy may follow a decay pattern such as a curve. To facilitate discharge with desired discharge characteristics such as time-of-discharge, the sizing of the shunt resistor 186 maybe selected accordingly as noted previously above. Further, if the shunt resistor 186 is in series with the electrical device during discharge as illustrated in the figure (e.g., including one or more switches of the electrical device such as a motor), the particular resistance of the shunt resistor 186 can be selected to avoid a discharge current above a permissible upper current limit of the elements (e.g., the one or more switches) of the electrical device.

[0089] According to some embodiments, a method of controlling a discharge circuit may be provided. As an example, a method of controlling an energy drainage system for a vehicle may include: selectively triggering a disconnect switch (e.g., disconnect switch 182 shown in Fig. 4) to disconnect an electrical device (e.g., electrical device 190) from a vehicle battery based at least in part on one or more operating conditions of the vehicle; and based at least in part on the one or more operating conditions of the vehicle, selectively triggering one or more switches (e.g., switch 188) to cause residual energy to discharge through a shunt resistor (e.g., shunt resistor 186), during a discharge operating mode. The method may be performed by a controller of the vehicle including one or more processors configured to control the various components of the discharge circuit. One or more vehicle sensors may provide signals indicative of one or more operating conditions of the vehicle, in some examples. Further, a non-transitory computer-readable memory may include processor-executable instructions that when executed by the one or more processors perform the method of controlling the discharge circuit. At least one processor may be configured to control biasing of the one or more switches. An electrical system controller may be configured to control sequencing of powering the discharge circuit on and off. A similar method may be implemented for controlling the discharge circuit shown in Fig. 3 as well.

[0090] In some embodiments, it may be desirable to operate certain vehicle sub-systems at an intermediate voltage less than a voltage of the primary vehicle battery. For example, systems may operate with voltages less than or equal to approximately 48 Volts (e.g., between 3 volts and 48 volts) as compared to a primary vehicle battery which may be a high voltage battery with voltages greater than 48 volts or other appropriate voltage ranges as disclosed herein. For example, in some embodiments it may be desirable to operate the active suspension actuators and / or the power steering system at this lower voltage when the vehicle battery voltage is higher. In some embodiments, a DC / DC converter may be used to produce thelower voltage from the higher battery voltage level. In some embodiments, where these lower voltage loads are regenerative, such as in the case of regenerative active suspension actuators, the DC / DC converter may be bidirectional to permit the regenerated power to be delivered to the vehicle battery at the higher voltage.

[0091] However, in some embodiments it may not be desirable or practical, e.g. due to cost or packaging constraints, to incorporate a DC / DC converter with sufficient capacity to supply loads to an active suspension system at a lower voltage. The inventors have recognized that under certain circumstances lower voltage may be obtained directly from the vehicle battery.

[0092] The inventors have therefore recognized an advantage to a vehicle battery which includes a plurality of electrochemical cells connected in series between a first output terminal and a second output terminal. In some embodiments, the voltage between the first output terminal and the second output terminal may be the full voltage of the battery, such that an electrical device electrically connected to the first and second output terminals receives power at the full battery voltage. The vehicle battery may also include a third output terminal electrically connected to at least some of the electrochemical cells connected between the first output terminal and the second output terminal such that a first portion of the serially connected electrochemical cells are connected between the first electrode and the third electrode and a second portion of the serially connected electrochemical cells are connected between the second electrode and the third electrode. The voltage between the first output terminal and the third output terminal may be less than the voltage between the first and second output terminals, such that an electrical device connected to the first output terminal and the third output terminal may receive power at a lower voltage than an electrical device connected to the first output terminal and the second output terminal.

[0093] The inventors have recognized that arranging the vehicle battery to output power at two different voltages may result in electrochemical cells between the first and third output terminals draining more quickly. Therefore, the inventors have recognized an advantage to incorporating a battery management system into the vehicle battery which is configured to balance a state of charge of the electrochemical cells.

[0094] Fig. 5 illustrates an exemplary 400V vehicle battery 200 with Battery Management System (BMS) 201, though batteries with other voltages may also be used. One function of a BMS for many high voltage batteries, for example those based on Lithium-Ion chemistry, is to balance the state of charge of each individual cell to ensure that all cells are evenly charged within an acceptable range. This high voltage battery may comprise, for example, 640 individual 5V cells 202 that may be grouped in modules. For example, 10 5V cells may be configured in series to form 50V modules 204. In some embodiments, eight 50V modules maybe grouped in series to form a 400V pack 206. In some embodiments of battery 200, eight battery packs may be grouped in parallel to provide the necessary energy capacity at 400 volts. When configured in this manner, battery output terminals 208 and 210 may represent the negative and positive output terminals of battery 200, respectively. Fig. 5 illustrates that battery 200 may have a third output terminal 212 which may be configured to draw power from eight 50V modules 214a-214h configured in parallel. In some embodiments, regenerated power from, for example, regenerative loads such as active suspension actuators may be returned to modules 214a-214h. Under certain circumstances in some embodiments, drawing power at a lower voltage, and not from others, to supply certain loads may aggravate charge imbalances in battery 200. The BMS 201 may be configured to rebalance the all the cells in battery 200, including cells in modules 214a-214h. Utilizing the balancing function present in many BMS systems, and configuring it to compensate for the uneven discharge of the cells connected to the third output terminal 212 compared to the remainder of the cells in pack 200, allows for power to be drawn or regenerated from one part of the battery pack 200 at a lower voltage, while also being able to draw or regenerate power simultaneously at a higher voltage from the same battery pack at second output terminal 210.

[0095] It should be noted that in some embodiments lower voltage terminals may draw power from modules distributed throughout the entire battery instead of just from modules that are attached to the second output terminal 208 of battery 200.

[0096] When the vehicle is an EV or HEV, the vehicle propulsion motor(s) generally use relatively high voltage batteries as noted previously above (e.g. voltages greater than 48 V and less than or equal to 3000 V, voltages greater than or equal to 60 V and less than or equal to 3000V, etc.). Other electrical devices in the vehicle, such as actuators of an activesuspension system of the vehicle, may be configured to operate at these higher voltages in order to allow for increased power and / or efficiency. However, as discussed above, it may be undesirable to deliver power at high voltages to such actuators in various circumstances where the actuators may be accessible.

[0097] The inventors have recognized that the power requirements for the actuators may be relatively low when the vehicle is stopped or moving at relatively low speeds less than a predetermined threshold speed. Additionally, when the vehicle is stopped and / or moving at low speeds, it is also more likely that a person / animal or object may come into contact with or otherwise interact with the actuators. The inventors have therefore recognized an advantage to operating the actuators at a lower voltage when the vehicle is below a threshold speed, and operating the actuators at a higher voltage when the vehicle is above the threshold speed. While it may vary based on application and vehicle type, in some embodiments a threshold speed may be between or equal to 5 kilometers per hour (kph) and 15 kph, 5 kph and 30 kph, or other appropriate threshold. Because the power requirements and power costs of operating the actuator at lower speeds are relatively low, the reduced performance and efficiency of the actuator at this lower voltage is acceptable. However, as the vehicle speed increases, so too do the power usage and costs. So, operating the actuator at the higher voltage when a sensed or commanded speed of the vehicle is greater than the threshold speed allows for improved performance and efficiency, leading to a better performing and more efficient active suspension system.

[0098] In view of the above, in some embodiments, a vehicle may include a power distribution system configured to deliver power to an actuator at two or more different voltages based on a sensed and / or commanded velocity of the vehicle. The power distribution system may include a first conductor and a second conductor which may be selectively connected to the vehicle battery and the actuator via respective first and second switches. The power distribution system includes a third conductor connected to the vehicle battery and the actuator. When the first switch is closed and the second switch is open, the first conductor and the third conductor are connected to the vehicle battery and the actuator, and power is delivered to the actuator from the vehicle battery at the first voltage. In some embodiments, this first voltage is the full voltage of the vehicle battery. When the first switch is open andthe second switch is closed, the second conductor and the third conductor are connected to the vehicle battery and the actuator, and power is delivered to the actuator from the vehicle battery at the second voltage, the second voltage being less than the first voltage.

[0099] The power distribution system may include at least one processor configured to operate the first and second switches in concert, such that when one switch opens, the other switch closes. When the vehicle is below the threshold speed, the first switch may be opened and the second switch may be closed to electrically connect the second conductor to the vehicle battery and the actuator to deliver power to the actuator at the second voltage. When the vehicle is above the threshold speed, the first switch may be closed and the second switch may be opened to electrically connect the first conductor to the vehicle battery and the actuator to deliver power to the actuator at the second voltage. The processor(s) may receive data from any appropriate sensor or vehicle system in order to determine if the vehicle is moving above or below the threshold speed (e.g., motor encoders, velocimeters, drive controllers, tachometers, etc.).

[0100] In some embodiments, both the first and second conductors are connected to the same output terminal of the vehicle battery, and the second conductor includes a DC-DC converter configured to convert the first voltage to the second voltage before delivering the power to the actuator. In some embodiments, the second switch is electrically disposed between the vehicle battery and the DC-DC converter, such that the DC-DC converter is only connected to the vehicle battery when the second switch is closed. In some embodiments, the DC-DC converter may be a low wattage DC-DC converter. For example, a wattage of the DC-DC converter may be between or equal to 3kW to 7kW for all four suspension comers, though other power ratings may also be used depending on the application.

[0101] In some embodiments, the inventors have recognized that only powering the DC-DC converter when the second switch is closed may be undesirable, as any startup delay in the DC-DC converter may result in intermption of power to the actuator. The inventors have therefore recognized an advantage to positioning a secondary energy storage device (e.g. a capacitor) between the second conductor and the third conductor, the secondary energy storage device connecting to the second conductor downstream of the DC-DC converter, and to position the second switch downstream of the secondary energy storage device. As a result,when the second switch is open, the secondary energy storage device (e.g. a capacitor, ultracapacitor, battery, or other appropriate electrical energy storage device) may be trickle- charged during normal operation. For example, during normal operation the secondary energy storage device may charge up to a full charge with a voltage corresponding to the voltage applied to the first conductor. When the first switch is closed and the second switch is opened, the secondary energy storage device may release the stored energy to temporarily power the actuator. Of course, electrical devices than an actuator may also be connected to the circuit as noted previously above.

[0102] As discussed above, the inventors have recognized that it may be desirable to exclude a DC-DC converter to power the actuator at the lower voltage due to costs and packaging constraints. Therefore, in some embodiments, the vehicle battery with three output terminals discussed above may also be used as the separate voltage sources. Thus, it should be understood that the two separate voltage sources used to apply the different voltages to an electrical device (e.g., an actuator of an active suspension system) above and below a threshold speed may correspond to any desired voltage sources as the disclosure is not so limited.

[0103] The inventors have recognized that there are some challenges associated with operating an actuator of an active suspension system at multiple voltages since motors tend to be optimized for a specific voltage operating range. For instance, a motor configured to operate at a high voltage may have relatively small gage motor windings. If that motor is operated at a low voltage, the current required to produce a similar torque will be significantly higher than if the motor were to be operated at the high voltage, and this high current could damage the small gage motor windings. The inventors have therefore recognized an advantage to limiting operation of the electric motor of the actuator below a threshold in order to avoid damage to the motor. This threshold can be any suitable threshold, such as a current threshold, a motor torque threshold, a resulting actuator force threshold, or any other suitable threshold. In some embodiments, a motor may include dual winding sets, such that one winding set may be used at one voltage, and another winding set may be used at a different voltage. In some embodiments, the stator winding connections of the motor may be configured to switch depending on the voltage. When the motor is being operated at ahigher voltage, a star connection may be used. When the motor is being operated at a lower voltage, a delta connection may be used. The stator winding connection may be switched using any suitable switches (e.g. MOSFET switches).

[0104] While some of the above embodiments disclose supplying voltages to an actuator of an active suspension system at two different voltages depending on the speed of the vehicle, it is contemplated that any electrical device of the vehicle may be operated at different voltages depending on any suitable parameter being above or below a threshold value, as the disclosure is not so limited.

[0105] Figs. 6A and 6B illustrate a schematic representation of an exemplary power distribution system in two different states according to an embodiment. Power distribution system 300 is configured to supply power to an electrical device 304, such as, for example, actuator(s) of an active suspension system, at two different voltages, depending on the value of one or more state parameters of the vehicle, e.g. the speed of the vehicle. Vehicle battery 302 may operate, for example, in a voltage range that is greater than 48 V and less than 3000 V. In some embodiments, the voltage of the vehicle battery is between 60 V and 3000 V. In some embodiments, the voltage of the vehicle battery is between 200 V and 3000 V or any other appropriate voltage range disclosed herein. This voltage differential would be applied across first conductor 303a and third conductor 303c when first switch 306 is closed and second switch 308 is open, as seen in Fig. 6A. In this operating mode, electrical device 304 would operate at the full battery voltage. However, at lower vehicles speeds below a threshold vehicle speed at least one processor may be configured to open the first switch 306 and close the second switch 308, disconnecting first conductor 303a from the electrical device 304 and connecting second conductor 303b to the electrical device 304, as seen in Fig. 6B. Appropriate threshold vehicle speeds may be between or equal to 8-16 kph, 16-24 kph, 8- 24 kph, 0-16 kph, 24-32 kph, 32-40 kph, 40-48 kph, combinations of the forgoing, or other appropriate speeds. In this operating mode below the threshold vehicle speed, electrical device 304 may be operated at a lower voltage level via DC / DC converter 310 that is configured to transform the applied voltage from the vehicle battery 302 or other appropriate source to a lower voltage. For example, in some embodiments, the second lower voltage may be less than or equal to 48 V. Therefore, if electrical device 304 is, for example, an activesuspension system, even if the vehicle were to travel at a low speed or to stop and the system accessed, the system may only be powered at the lower voltage and power level during such access.

[0106] Figs. 7 A and 7B illustrate a schematic representation of an exemplary power distribution system in two different states according to an embodiment. As discussed above, the inventors have recognized that disconnecting the DC-DC converter 310 from the vehicle battery 302 when second switch 308 is open may be undesirable, in certain circumstances, as startup delay of the DC-DC converter 310 may result in interruption of power to the electrical device 304. The inventors have therefore recognized an advantage to a power distribution system 400 which is similar to power distribution system 300, but positions second switch 408 downstream of the DC-DC converter 410 instead of upstream of the DC-DC converter 410, as is done with switch 308. Similar to the above the power distribution system may include first, second, and third conductors 403a-403c. Power distribution system 400 may also include a secondary energy storage device 412 (e.g. a capacitor) connected in parallel with the electrical device with electrical connections to the second conductor 403b and third conductor 403c. When first switch 406 is closed and second switch 408 is opened, the energy storage device 412 may be trickle charged by the vehicle battery 402 during normal operation through its connection to the electrical device 404 and third conductor 403c when the electrical device is connected to the vehicle battery 402 through the first conductor 403a. When the first switch 406 is opened and the second switch 408 is closed, the energy storage device 412 may discharge to temporarily power the electrical device 404 during the switchover process to powering through the second conductor 403b and the DC-DC converter 410, thus, limiting the likelihood of a power interruption.

[0107] As discussed above, batteries of vehicles such as EVs or HEVs generally operate at a relatively high voltages and electrical devices of the vehicle, such as actuators of an active suspension system of the vehicle, may be powered at these relatively high voltages in some situations. It is often desirable to electrically insulate these high voltage electrical devices and or any potentially exposed electrical cables connecting these electrical devices to the vehicle battery to limit the likelihood of energizing exposed portions of the vehicle, a housing of the electrical device(s), and / or the cables themselves. However, for electrical devices subject tovibration, rubbing, and / or damage from interactions with an external environment (e.g. due to road debris), the inventors have recognized that there is a possibility that the insulation around these components may become compromised. The inventors have also recognized that the occurrence of such situations may not be easily recognized.

[0108] In view of the above, the inventors have therefore recognized an advantage to a power distribution system which includes an isolation monitor configured to detect if the insulation of the electrical device(s) and / or at one or more of the electrical cables connecting the electrical device(s) to the vehicle battery is intact. The isolation monitor may be integrated into a power control module, or other appropriate component, which includes one or more processors configured to alert a user that the insulation is compromised (e.g. by sending a message to a user interface of the vehicle) and / or to operate a switch mechanism of the power control module to automatically disconnect the electrical device(s) from the vehicle if the isolation monitor detects that the insulation is compromised. For example, any of the electrical disconnect switches disclosed herein may be operated with such a signal.

[0109] In some embodiments, shielded electrical cables may be used to connect the electrical devices to the vehicle battery. The shielded cables may include cable conductors configured to electrically connect the actively powered portion of the electrical device to outputs of the vehicle battery or other appropriate electrical energy source. The cable conductors may be any suitable conventional cable conductors, such as single core or multicore cable conductors. Around the cable conductors may be at least one inner sheath of cable insulation comprising an electrically insulating material. Around the inner sheath of cable insulation may be a cable shielding, which may be any suitable cable shielding (e.g. braided metal shielding). In some embodiments, the cable shielding may comprise a material that is more wear resistant and / or exhibits a greater tensile and / or shear strength as compared to the cable insulation. Around the cable shielding may be an outer sheath of cable insulation Due to the voltage difference between the cable conductors and the cable shielding, there will be a leakage current between the cable conductors and the cable shielding when the vehicle battery is supplying power to the electrical device. However, this leakage current will be relatively small due to the resistivity of the inner insulation sheath(s). If this inner insulation sheath is compromised (e.g. due to road debris), the resistivity to flow of electrical energyfrom the conductors to the cable shielding may be lower where the inner insulation sheath is compromised, leading to an increase leakage current between the conductors and the cable shielding, and lowering the voltage difference between the conductor and the cable shielding.

[0110] The isolation monitor may be electrically connected to the cable shielding and the cable conductors and configured to measure the leakage current and / or voltage differential between the cable conductors and the cable shielding while the electrical device is receiving power form the vehicle battery. If the leakage current detected by the isolation monitor exceeds a threshold leakage current (e.g., as measured with a threshold such as a threshold voltage, threshold current, or other appropriate measurable parameters capable of being sensed by an appropriate sensing circuit), the isolation monitor may send a signal to the at least one processor of the power control module, which may then alert the user of the insulation failure and / or disconnect the electrical device(s) from the vehicle battery using any appropriate method including any of the methods and / or systems disclosed herein.

[0111] In some embodiments, the inventors have recognized that it may also be desirable to monitor if insulation around the electrical device(s) themselves has been compromised. Therefore, in some embodiments, each electrical device may include a metal, or otherwise electrically conductive, housing which is electrically isolated from the active powered portion of the electrical device (e.g. a motor or other actively powered portion of an actuator of an active suspension system). The metal housing may be electrically connected to the cable shielding of the conductors. As a result, if the isolation between the active powered portion of an electrical device and the corresponding metal housing is compromised, there may be a higher leakage current between the cable shielding and the cable conductors at this point of compromise, which will be detected by the isolation monitor.

[0112] It should be understood that not all of the electrical cables which connect the vehicle battery to the electrical devices may include cable shielding. For instance, in some embodiments, only the electrical cables connecting the electrical devices to the power control module may be shielded (e.g., include the various shielding layers detailed above), and the electrical cables connecting the power control module to the vehicle battery may be unshielded.

[0113] The power distribution system described directly above may be used for any electrical device in the vehicle, such as actuators of an active suspension system, propulsion motors, power steering, climate controls, or any other suitable electrical devices of any other subsystem in the vehicle. Additionally different electrical devices and / or subsystems of the vehicle may be electrically isolated from the vehicle chassis and other electrical devices and / or sub-systems. Such a configuration allows for the other electrical devices and / or subsystems to remain operational if one electrical device / subsystem is disconnected due to an insulation failure.

[0114] Fig. 8 illustrates a schematic representation of a Full Active Suspension (FAS) system using a power distribution system according to an embodiment. In some embodiments, the FAS system 500 may be integrated into an Electric Vehicle (EV), a Hybrid Electric Vehicle (HEV) or a Plug-in Hybrid Electric Vehicle (PHEV) or any other vehicle including a voltage source with a sufficiently high voltage where it may be desirable to electrically isolate one or more components. The FAS system 500 may include a vehicle battery 502, which is configured to operate various electrical devices inside the vehicle (e.g. propulsion motors, etc.). In some embodiments, the main battery voltage for these vehicles may be greater than 48 V and less than or equal to 3000 V. In some embodiments, the main battery voltage for these vehicles may be greater than or equal to 60 V and less than or equal to 3000 V. In other embodiments, the voltage may be between or equal to 200 V and 3000 V or other appropriate high voltage range as disclosed herein. The depicted FAS system 500 includes four electrical devices, which may be Electric Motor Modules (EMM) 504a-504d for actuators of the FAS system. Each EMM 504a-504d corresponds to each suspension corner (front left, front right, rear left and rear right) of the vehicle. Each EMM 504 includes an electrically conducting housing 506 (e.g., a metal housing), which is electrically isolated from all EMM circuits of the active powered portion 508 (e.g. a motor) of the EMM 504. The illustrated electrical connections between the EMMs 504 and the FAS Power Control module (PCM) 524 may include isolated electrical cables 509 including corresponding separate cable conductors 510 and cable insulation inner sheaths 512. The cables 509 may also include a cable shielding 514 disposed around and extending along the length of the cable insulation inner sheath 512, and the cable shielding 514 is covered by cable insulation outer sheath 516. The EMM metalhousings 506 may be electrically connected to the cable shielding 514. The EMM housings 506 may be at least partially, and in some embodiments completely, encased with housing insulating material 518 which may be electrically insulating. Alternatively, any appropriate combination of electrically insulating coatings, electrically insulating components, or other appropriate construction may be used to electrically insulate the housings. The High Voltage (HV) outputs 520 and 522 of the battery 502 are connected to the FAS Power Control module (PCM) 524. The PCM 524 includes a switch mechanism 525 which may selectively connect and / or disconnect the HV supply to all EMMs 504. The PCM 524 also includes an isolation monitor 526 which may be configured to monitor the insulation resistance between both the EMM housings 506 and the active powered portions 508, and the cable shielding 514 and the HV+ and HV- cable conductors 510. In case the isolation monitor 526 detects that there is a leakage current higher than a threshold, at least one processor of the PCM 524 may be configured to send a command to all EMMs 504 to shut down and / or operates the switch mechanism 525 (e.g., one or more disconnect switches as disclosed herein) to disconnect the HV battery outputs 520 and 522 from the associated EMMs.

[0115] In some embodiments, The EMM housings 506 and cable shielding 514 are electrically isolated from the vehicle chassis. Such a configuration allows the main vehicle functions using the vehicle battery 502 (e.g. the traction inverter and propulsion motor) to function even in case there is an insulation failure in the FAS system 500 and to avoid triggering other HV isolation monitors which the vehicle may have, related to vehicle functions other than the FAS.

[0116] Additionally, while the embodiment of Fig. 8 is a power distribution system for a fully active suspension system, it should be understood that the power distribution system of Fig. 8 could be implemented on any subsystem of the vehicle with any number of electrical devices, as the disclosure is not so limited. Additionally, While Fig. 8 shows all EMMs being interconnected, so that an insulation failure at one EMM results in disconnection of all EMMs, it is contemplated that each EMM may include a separate isolation monitor and power control module, allowing other EMMs to operate even if there is an insulation failure for one of the EMMs. Such a configuration may also allow for easier diagnosis of where the insulation failure is, allowing for easier repair.

[0117] The isolation monitor may be provided using any suitable monitoring circuit configured to monitor leakage current between two different voltage sources. Fig. 9 shows a schematic representation of an exemplary isolation monitor 600 according to an embodiment.

[0118] The isolation monitor 600 is based on an electric bridge switch method, which is proposed in safety standards such as IEC 61851-23. The electric bridge switch method is a method where a known resistive branch is switched across an isolation barrier. In use, the positive conductor 602, negative conductor 604, and cable shielding 606 are each connected to the isolation monitor 600. The resistance between each conductor 602 and 604 and the cable shielding 606 due to the cable insulation inner sheath and / or isolation between the active powered portion of the electrical device and the housing are schematically represented as insulation resistances 607 and 608, respectively.

[0119] In normal operation when the insulation of the cables and / or electrical devices is not compromised, the insulation resistances 606 and 608 are very high (e.g. on order of megaohms). To measure the leakage current, the electronic switches 610 and 612 are switched on sequentially (but not at the same time), in order to sequentially detect the leakage current for each conductor 602 and 604. During detection, the current flowing through the resistor 614 is very small and is proportional to the FAS HV supply voltage supplied by the conductor 602 or 604 over the isolation resistance 606 or 608 (depending on whether 610 or 612 is switched on). The voltage drop across resistor 614 is amplified by the operational amplifier and is proportional to the leakage resistance. The operational amplifier 616 may be biased (e.g. to 2.5V) so that the operational amplifier 616 can measure positive and negative input signals, corresponding to isolation resistances 606 and 608. To determine if there is isolation failure or not, voltage thresholds may be set for the amplifier output 618. The resistors 620 and 622 may be chosen with sufficiently high resistance to avoid generating currents above a desirable operating limit.

[0120] While a threshold voltage is noted above, other appropriate parameters and / or thresholds that may be associated with the detection of an elevated leakage current may also be used as the disclosure is not so limited. Thus, It should be understood that the isolation monitor depicted in Fig. 9 is simply an exemplary isolation monitor, and that any suitableisolation monitor capable of detecting leakage current may be used, as the disclosure is not so limited.

[0121] While the present teachings have been described in conjunction with various embodiments and examples, it is not intended that the present teachings be limited to such embodiments or examples. On the contrary, the present teachings encompass various alternatives, modifications, and equivalents, as will be appreciated by those of skill in the art. Accordingly, the foregoing description and drawings are by way of example only.

[0122] The above-described embodiments of the technology described herein may be implemented in any of numerous ways. For example, the embodiments may be implemented using hardware, software or a combination thereof. When implemented in software, the software code may be executed on any suitable processor or collection of processors, whether provided in a single computing device or distributed among multiple computing devices. Such processors may be implemented as integrated circuits, with one or more processors in an integrated circuit component, including commercially available integrated circuit components known in the art by names such as CPU chips, GPU chips, microprocessor, microcontroller, or co-processor. Alternatively, a processor may be implemented in custom circuitry, such as an ASIC, or semicustom circuitry resulting from configuring a programmable logic device. As yet a further alternative, a processor may be a portion of a larger circuit or semiconductor device, whether commercially available, semi-custom or custom. As a specific example, some commercially available microprocessors have multiple cores such that one or a subset of those cores may constitute a processor. Though, a processor may be implemented using circuitry in any suitable format. It should also be understood that any reference to a controller in the current disclosure may be understood to reference the use of one or more processors configured to implement the one or more methods disclosed herein.

[0123] Further, it should be appreciated that a computing device including one or more processors may be embodied in any of a number of forms, such as a rack-mounted computer, a desktop computer, a laptop computer, or a tablet computer. Additionally, a computing device may be embedded in a device not generally regarded as a computing device but withsuitable processing capabilities, including a Personal Digital Assistant (PDA), a smart phone, tablet, or any other suitable portable or fixed electronic device.

[0124] Also, a computing device may have one or more input and output devices. These devices may be used, among other things, to present a user interface. Examples of output devices that may be used to provide a user interface include display screens for visual presentation of output and speakers or other sound generating devices for audible presentation of output. Examples of input devices that may be used for a user interface include keyboards, individual buttons, and pointing devices, such as mice, touch pads, and digitizing tablets. As another example, a computing device may receive input information through speech recognition or in other audible format.

[0125] Such computing devices may be interconnected by one or more networks in any suitable form, including as a local area network or a wide area network, such as an enterprise network or the Internet. Such networks may be based on any suitable technology and may operate according to any suitable protocol and may include wireless networks, wired networks or fiber optic networks. Also, the various methods or processes outlined herein may be coded as software that is executable on one or more processors that employ any one of a variety of operating systems or platforms. These methods may be embodied as processor executable instructions stored on associated non-transitory computer readable media that when executed by the one or more processors perform any of the methods disclosed herein. Additionally, such software may be written using any of a number of suitable programming languages and / or programming or scripting tools, and also may be compiled as executable machine language code or intermediate code that is executed on a framework or virtual machine.

[0126] In this respect, the embodiments described herein may be embodied as a computer readable storage medium (or multiple computer readable media) (e.g., a computer memory, one or more floppy discs, compact discs (CD), optical discs, digital video disks (DVD), magnetic tapes, flash memories, RAM, ROM, EEPROM, circuit configurations in Field Programmable Gate Arrays or other semiconductor devices, or other tangible computer storage medium) encoded with one or more programs that, when executed on one or more computers or other processors, perform methods that implement the various embodimentsdiscussed above. As is apparent from the foregoing examples, a computer readable storage medium may retain information for a sufficient time to provide computer-executable instructions in a non-transitory form. Such a computer readable storage medium or media may be transportable, such that the program or programs stored thereon may be loaded onto one or more different computing devices or other processors to implement various aspects of the present disclosure as discussed above. As used herein, the term "computer-readable storage medium" encompasses only a non- transitory computer-readable medium that may be considered to be a manufacture (i.e., article of manufacture) or a machine. Alternatively or additionally, the disclosure may be embodied as a computer readable medium other than a computer-readable storage medium, such as a propagating signal.

[0127] The terms “program” or “software” are used herein in a generic sense to refer to any type of computer code or set of computer-executable instructions that may be employed to program a computing device or other processor to implement various aspects of the present disclosure as discussed above. Additionally, it should be appreciated that according to one aspect of this embodiment, one or more computer programs that when executed perform methods of the present disclosure need not reside on a single computing device or processor, but may be distributed in a modular fashion amongst a number of different computers or processors to implement various aspects of the present disclosure.

[0128] Computer-executable instructions may be in many forms, such as program modules, executed by one or more computers or other devices. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. Typically, the functionality of the program modules may be combined or distributed as desired in various embodiments.

[0129] The embodiments described herein may be embodied as a method, of which an example has been provided. The acts performed as part of the method may be ordered in any suitable way. Accordingly, embodiments may be constructed in which acts are performed in an order different than illustrated, which may include performing some acts simultaneously, even though shown as sequential acts in illustrative embodiments.

[0130] Further, some actions are described as taken by a “user.” It should be appreciated that a “user” need not be a single individual, and that in some embodiments, actions attributable to a “user” may be performed by a team of individuals and / or an individual in combination with computer-assisted tools or other mechanisms.

[0131] While the present teachings have been described in conjunction with various embodiments and examples, it is not intended that the present teachings be limited to such embodiments or examples. On the contrary, the present teachings encompass various alternatives, modifications, and equivalents, as will be appreciated by those of skill in the art. Accordingly, the foregoing description and drawings are by way of example only.

Claims

CLAIMSWhat is claimed is:

1. A power distribution system for a vehicle, the power distribution system comprising: a vehicle battery; an electrical device electrically connected to the vehicle battery; at least one sensor configured to detect at least one operating condition of the vehicle; at least one reusable disconnect switch configured to selectively isolate the electrical device from the vehicle battery when the at least one reusable disconnect switch is triggered; and at least one processor configured to selectively trigger the at least one reusable disconnect switch to isolate the electrical device from the vehicle battery based at least in part on the at least one operating condition detected by the at least one sensor.

2. The power distribution system of claim 1, wherein the electrical device is an active suspension system actuator.

3. The power distribution system of claim 2, wherein the at least one sensor is configured to measure an extension of the active suspension system actuator.

4. The power distribution system of claim 3, wherein the at least one sensor is an encoder of an electric motor of the active suspension system actuator.

5. The power distribution system of any of claims 2-4, wherein the electrical device is a plurality of electrical devices, and wherein each electrical device of the plurality of electrical devices is associated with a corresponding active suspension actuator.

6. The power distribution system of any of claims 1-5, wherein the at least one operating condition detected by the at least one sensor is a condition of a tire of the vehicle.

7. The power distribution system of claim 6, wherein the at least one sensor is a pressure sensor, and wherein the at least one processor is configured to trigger the at least one reusable disconnect switch if a pressure of the tire is below a threshold pressure.

8. The power distribution system of claim 7, wherein the threshold tire pressure is between 34 kPa and 173 kPa less than a manufacturer recommended cold tire pressure of the tire.

9. The power distribution system of any of claims 6-8, wherein the at least one sensor is configured to measure vertical acceleration of a wheel assembly of the vehicle relative to a body of the vehicle, and wherein the at least one processor is configured to trigger the at least one reusable disconnect switch if the vertical acceleration of the wheel assembly exceeds a threshold vertical acceleration.

10. The power distribution system of any of claims 6-9, wherein the at least one sensor is configured to measure longitudinal acceleration of a wheel assembly of the vehicle relative to a body of the vehicle, and wherein the at least one processor is configured to trigger the at least one reusable disconnect switch if the longitudinal acceleration of the wheel assembly exceeds a threshold longitudinal acceleration .

11. The power distribution system of any of claims 1-10, wherein the at least one operating condition detected by the at least one sensor is whether the vehicle is being serviced.

12. The power distribution system of claim 11, wherein the at least one sensor is configured to detect an inclination of a comer or a side of the vehicle relative to other comers or sides of the vehicle when the vehicle is stopped.

13. The power distribution system of claim 12, wherein the at least one sensor is selected from a group consisting of: gyroscopes, accelerometers, optical sensors, resistive sensors,capacitive sensors, inductive sensors, linear potentiometers, linear variable differential transformers, and inclinometers.

14. The power distribution system of any of claims 11-13, wherein the at least one sensor is configured to detect vertical movement of the vehicle when the vehicle is stopped.

15. The power distribution system of any of claims 1-14, wherein the at least one operating condition detected by the at least one sensor is whether the vehicle has been involved in a crash.

16. The power distribution system of any of claims 1-15, wherein the at least one operating condition detected by the at least one sensor is whether the vehicle is likely to imminently be involved in a crash.

17. The power distribution system of any of claims 15-16, wherein the at least one sensor is selected from a group consisting of: inertial measurement units, accelerometers, LIDAR, RADAR, camera systems, and ultrasonic proximity sensors.

18. The power distribution system of any of claims 1-17, wherein the at least one operating condition detected by the at least one sensor is a proximity of an object to the electrical device.

19. The power distribution system of claim 18, wherein the object is an animal.

20. The power distribution system any of claims 18-19, wherein the at least one sensor is selected from the group consisting of: visible or infrared sensors, acoustic sensors, ultrasonic sensors, and / or capacitive sensors.

21. The power distribution system of any of claims 18-20, wherein the at least one processor is configured to trigger the at least one reusable disconnect switch if the at least one sensor senses an object within 0.5 m of the electrical device.

22. The power distribution system of any of claims 1-21, wherein the vehicle is selected from the group consisting of an electric vehicle and a hybrid electric vehicle.

23. The power distribution system of any of claims 1-22, wherein the vehicle battery has a voltage greater than 48 volts.

24. The power distribution system of any of claims 1-23, wherein the vehicle battery has a voltage between or equal to 50 volts and 3000 volts.

25. The power distribution system of any of claims 1-24, wherein the vehicle battery has a voltage between or equal to 200 volts and 3000 volts.

26. The power distribution system of any of claims 1-25, further comprising at least one single use disconnect switch configured to isolate the electrical device from the vehicle battery when the at least one single use disconnect switch is triggered.

27. The power distribution system of claim 26, wherein the at least one single use disconnect switch is selected from a group consisting of: a pyro switch or a fast blow fuse.

28. The power distribution system of any of claims 26-27, wherein the at least one sensor is configured to detect a vehicle crash, wherein the at least one processor is configured to determine if the at least one reusable disconnect switch is in an untriggered state after a vehicle crash.

29. The power distribution system of claim 28, wherein the at least one processor is configured to trigger the at least one single use disconnect switch when a vehicle crash has been detected by the at least one sensor and the at least one processor has determined that the at least one reusable disconnect switch is in an untriggered state.

30. The power distribution system of claim 28, wherein the at least one sensor is configured to detect a vehicle crash preemptively and / or reactively.

31. The power distribution system of any of claims 1-30, wherein the at least one reusable disconnect switch is configured to be reset by the at least one processor to electrically reconnect the electrical device to the vehicle battery.

32. The power distribution system of claim 31, wherein the at least one processor is configured to reset the at least one reusable disconnect switch based on the at least one operating condition detected by the at least one sensor.

33. The power distribution system of any of claims 1-32, wherein the at least one reusable disconnect switch is an electronic fuse.

34. The power distribution system of any of claims 1-33, wherein the at least one reusable disconnect switch is configured to be manually reset by a user to electrically reconnect the electrical device to the vehicle battery.

35. A method of controlling delivery of power from a vehicle battery of a vehicle to an electrical device of the vehicle, the method comprising: sensing at least one operating condition of the vehicle with at least one sensor; and selectively triggering a reusable disconnect switch to disconnect the electrical device from the vehicle battery based on the at least one operating condition sensed by the at least one sensor.

36. The method of claim 35, wherein the electrical device is an active suspension system actuator.

37. The method of claim 36, wherein sensing the at least one operating condition of the vehicle comprises measuring an extension of the active suspension system actuator.

38. The method of claim 37, wherein the at least one sensor is an encoder of an electric motor of the active suspension system actuator.

39. The method any of claims 36-38, wherein the electrical device is a plurality of electrical devices, wherein each electrical device is associated with a different active suspension system actuator.

40. The method of claim 39, wherein the reusable disconnect switch is a plurality of reusable disconnect switches, each reusable disconnect switch of the plurality of reusable disconnect switches associated with an electrical device of the plurality of electrical devices, wherein selectively triggering a reusable disconnect switch disconnects only the electrical device associated with that reusable disconnect switch.

41. The method of any of claims 35-40, wherein sensing the at least one operating condition comprises sensing whether a tire of the vehicle is flat.

42. The method of claim 41, wherein sensing whether the tire is flat comprises sensing if a tire pressure of the tire is below a threshold tire pressure.

43. The method of claim 42, wherein the threshold tire pressure is between 34 kPa and 173 kPa less than a manufacturer recommended cold tire pressure of the tire.

44. The method of any of claims 41-43, wherein sensing if the tire is flat comprises sensing if a vertical acceleration of a wheel assembly associated with the tire is greater than a threshold vertical acceleration.

45. The method of any of claims 41-44, wherein sensing if the tire is flat comprises sensing if a longitudinal acceleration of a wheel assembly associated with the tire is greater than a threshold longitudinal acceleration.

46. The method of any of claims 35-45, wherein sensing the at least one operating condition comprises sensing whether the vehicle is being serviced.

47. The method of claim 46, wherein sensing whether the vehicle is being serviced comprises sensing an inclination of the vehicle.

48. The method of claim 47, wherein sensing an inclination of the vehicle comprises sensing an extension of an active suspension system actuator of the vehicle when the vehicle is stopped.

49. The method of any of claims 48, wherein sensing the extension of an active suspension system actuator comprises sensing an encoder position of an electric motor of the active suspension system actuator.

50. The method of any of claims 35-49, wherein sensing the at least one operating condition comprises sensing a vehicle crash.

51. The method of claim 50, wherein sensing a vehicle crash comprises reactive and / or preemptive sensing of a vehicle crash.

52. The method of any of claims 50-51, further comprising sensing whether the reusable disconnect switch has been triggered after a vehicle crash and triggering a nonreusable switch if the reusable disconnect switch has not been triggered after a vehicle crash.

53. The method of any of claims 35-52, wherein sensing the at least one operating condition comprises sensing whether an animal is within a threshold proximity to the vehicle.

54. The method of claim 53, wherein the threshold proximity is 0.5 m.

55. The method of any of claims 35-54, further comprising resetting the reusable disconnect switch to reconnect the electrical device to the vehicle battery after triggering the reusable disconnect switch.

56. The method of claim 55, further comprising controlling the reusable disconnect switch with at least one processor to reset the reusable disconnect switch based on the at least one operating condition.

57. The method of any of claims 35-56, wherein the vehicle battery has a voltage greater than 48 volts.

58. The method of any of claims 35-57, wherein the vehicle battery has a voltage between or equal to 50 volts and 3000 volts.

59. The method of any of claims 35-58, wherein the vehicle battery has a voltage between or equal to 200 volts and 3000 volts.

60. A non-transitory computer readable memory including processor executable instructions that when executed by one or more processors perform the method of any one of claims 35-59.

61. An energy drainage system for a vehicle, the energy drainage system comprising: an electrical device; a vehicle battery configured to be electrically connected to the electrical device during a normal operating mode; a disconnect switch configured to disconnect the electrical device from the vehicle battery based at least in part on one or more operating conditions of the vehicle; and one or more switches configured to cause residual energy associated with the electrical device to discharge through a shunt resistor during a discharge operating mode based at least in part on the one or more operating conditions of the vehicle.

62. The energy drainage system of claim 61, wherein the residual energy is stored in an energy storage device connected to the electrical device.

63. The energy drainage system of claim 62, wherein the energy storage device that the residual energy is stored in is an ultracapacitor.

64. The energy drainage system of claim 63, wherein the ultracapacitor is electrically connected to the electrical device.

65. The energy drainage system of any of claims 61-64, wherein the residual energy is stored in the electrical device.

66. The energy drainage system of any of claims 61-65, wherein the one or more switches are biased toward a closed position during the discharge operating mode.

67. The energy drainage system of any of claims 61-65, wherein the one or more switches are biased toward an open position during the discharge operating mode.

68. The energy drainage system of claim 67, wherein when the one or more switches are biased toward the open position during the discharge operating mode, current is directed through the shunt resistor.

69. The energy drainage system of any of claims 61-68, wherein the electrical device comprises an actuator of an active suspension system.

70. The energy drainage system of any of claims 61-69, wherein the electrical device includes at least one switch.

71. The energy drainage system of any of claims 61-70, wherein: the electrical device includes a plurality of motor inverter coils, andthe shunt resistor is configured to direct current passing through the shunt resistor through the plurality of motor inverter coils during the discharge operating mode.

72. The energy drainage system of claim 61, wherein the one or more switches comprise two switches that are in parallel.

73. The energy drainage system of any of claims 61-72, wherein the disconnect switch comprises a resettable disconnect switch.

74. The energy drainage system of claim 73, wherein during the discharge operating mode, the resettable disconnect switch is opened.

75. The energy drainage system of any of claims 61-74, further comprising an external device configured to facilitate a connection from the vehicle battery to the electrical device.

76. The energy drainage system of claim 75, wherein the external device comprises a vehicle bus.

77. The energy drainage system of claim 76, wherein during the discharge operating mode, the electrical device is disconnected from the vehicle battery.

78. The energy drainage system of any of claims 61-77, further comprising at least one processor configured to control biasing of the one or more switches.

79. The energy drainage system of any of claims 61-78, wherein the vehicle battery has a voltage greater than 48 volts.

80. The energy drainage system of any of claims 61-79, wherein the vehicle battery has a voltage between or equal to 50 volts and 3000 volts.

81. The energy drainage system of any of claims 61-80, wherein the vehicle battery has a voltage between or equal to 200 volts and 3000 volts.

82. A method of controlling an energy drainage system for a vehicle, the method comprising: selectively triggering a disconnect switch to disconnect an electrical device from a vehicle battery based at least in part on one or more operating conditions of the vehicle; and based at least in part on the one or more operating conditions of the vehicle, selectively triggering one or more switches to cause residual energy associated with the electrical device to discharge through a shunt resistor.

83. The method of claim 82, wherein the residual energy is stored in an energy storage device which is connected to the electrical device.

84. The method of claim 83, wherein the energy storage device that the residual energy is stored in is an ultracapacitor.

85. The method of claim 84, wherein the ultracapacitor is electrically connected to the electrical device.

86. The method of any of claims 82-85, wherein selectively triggering the one or more switches comprises biasing the one or more switches toward a closed position during a discharge operating mode to discharge the residual energy.

87. The method of any of claims 82-85, wherein selectively triggering the one or more switches comprises biasing the one or more switches toward an open position during a discharge operating mode to discharge the residual energy.

88. The method of claim 87, wherein when the one or more switches are biased toward the open position during the discharge operating mode, current is directed through the shunt resistor.

89. The method of any of claims 82-88, wherein the electrical device comprises an actuator of an active suspension system.

90. The method of any of claims 82-89, wherein the electrical device includes at least one switch.

91. The method of any of claims 82-90, wherein: the electrical device includes a plurality of motor inverter coils, and the shunt resistor is configured to direct current passing through the shunt resistor through the plurality of motor inverter coils during a discharge operating mode to discharge the residual energy.

92. The method of claim 82, wherein the disconnect switch comprises a resettable disconnect switch.

93. The method of claim 92, wherein during a discharge operating mode to discharge the residual energy, the resettable disconnect switch is opened.

94. The method of any of claims 82-93, wherein the vehicle battery has a voltage greater than 48 volts.

95. The method of any of claims 82-94, wherein the vehicle battery has a voltage between or equal to 50 volts and 3000 volts.

96. The method of any of claims 82-95, wherein the vehicle battery has a voltage between or equal to 200 volts and 3000 volts.

97. A non-transitory computer readable memory including processor executable instructions that when executed by one or more processors perform the method of any one of claims 82-96.

98. A vehicle battery comprising: a plurality of electrochemical cells electrically connected in series between a first output terminal and a second output terminal ; a third output terminal electrically connected to at least some of the plurality of electrochemical cells between the first output terminal and the second output terminal; and wherein a voltage between the first output terminal and the third output terminal is less than a voltage between the first and second output terminals.

99. The vehicle battery of claim 98, further comprising a battery management system including one or more balancing circuits configured to balance a state of charge of the plurality of electrochemical cells.

100. The vehicle battery of claim 99, wherein the one or more balancing circuits of the battery management system are configured to power one or more loads during balancing the state of charge of the plurality of electrochemical cells.

101. The vehicle battery of any of claims 98-99, wherein the plurality of electrochemical cells includes a plurality of electrochemical cell blocks electrically connected in series between the first output terminal and the second output terminal, and wherein each electrochemical cell block of the plurality of electrochemical cell blocks includes two or more electrochemical cells electrically connected in parallel.

102. The vehicle battery of any of claims 98-101, wherein the voltage between the first output terminal and third output terminal is less than or equal to 48 volts.

103. The vehicle battery of claim 102, wherein the voltage between the first and second terminals is more than 16 times greater than the voltage between the first output terminal and the third output terminal but less than 20 times greater than the voltage between the first output terminal and the third output terminal.

104. The vehicle battery of any of claims 98-103, wherein the at least some of the plurality of electrochemical cells between the first output terminal and the third output terminal are configured to be charged by a regenerative system of the vehicle.

105. The vehicle battery of any of claims 98-104, wherein the vehicle battery has a voltage greater than 48 volts.

106. The vehicle battery of any of claims 98-105, wherein the vehicle battery has a voltage between or equal to 50 volts and 3000 volts.

107. The vehicle battery of any of claims 98-106, wherein the vehicle battery has a voltage between or equal to 200 volts and 3000 volts.

108. A method of delivering power from a vehicle battery of a vehicle to electrical devices of the vehicle, the method comprising: delivering power from a vehicle battery to a first electrical device at a first voltage using a first output terminal and a second output terminal connected to a plurality of electrochemical cells connected in series between the first output terminal and the second output terminal; and delivering power from the vehicle battery to a second electrical device at a second voltage using a third output terminal and the first output terminal, at least some of the plurality of electrochemical cells being connected between the third output terminal and the first output terminal.

109. The method of claim 108, further comprising controlling a battery management system of the vehicle battery to balance a state of charge of battery modules in the vehicle battery.

110. The method of claim 109, further comprising powering one or more loads using an output from a balancing circuit of the battery management system during balancing of the battery modules.

111. The method any of claims 108-110, wherein the second voltage is less than the first voltage.

112. The method of claim 111, wherein the second voltage is less than or equal to 48 volts.

113. The method of claim 112, wherein the first voltage is between 16 times greater and 20 times greater than the second voltage.

114. The method of any of claims 108-113, further comprising delivering power from the second electrical device to the vehicle battery via the third output terminal and the first output terminal.

115. The method of any of claims 108-114, wherein the vehicle battery has a voltage greater than 48 V.

116. The method of any of claims 108-115, wherein the vehicle battery has a voltage between or equal to 50 V and 3000 V.

117. The method of any of claims 108-116, wherein the vehicle battery has a voltage between or equal to 200 V and 3000 V.

118. A non-transitory computer readable memory including processor executable instructions that when executed by one or more processors perform the method of any one of claims 108-117.

119. A power distribution system for a vehicle, the power distribution system comprising:a vehicle battery; an electrical device; a first conductor configured to deliver power from the vehicle battery to the electrical device at a first voltage; a second conductor configured to deliver power from the vehicle battery to the electrical device at a second voltage greater than the first voltage; at least one sensor configured to measure a speed of the vehicle; one or more switches configured to selectively connect the electrical device to the first conductor and the second conductor; and at least one processor configured to control the one or more switches to electrically connect the electrical device to the first conductor when the vehicle speed is less than a threshold speed, and wherein the at least one processor is configured to control the one or more switches to electrically connect the electrical device to the second voltage when the vehicle speed is greater than the threshold speed.

120. The power distribution system of claim 119, wherein the second conductor comprises a DC-DC converter configured to receive power from the vehicle battery at the first voltage and to output power to the electrical device at the second voltage.

121. The power distribution system of claim 120, wherein the DC-DC converter is a low wattage DC-DC converter.

122. The power distribution system of any of claims 120-121, wherein the first conductor comprises a first switch configured to selectively connect the first conductor to the vehicle battery and the electrical device, wherein the second conductor comprises a second switch configured to selectively connect the second conductor to the vehicle battery and the electrical device, wherein the first switch and second switch are configured to operate in concert to disconnect one of the first and second conductors when connecting the other of the first and second conductors.

123. The power distribution system of claim 122, wherein the second switch is electrically disposed between the vehicle battery and the DC-DC converter.

124. The power distribution system of any of claims 122-123, further comprising a third conductor electrically connected to the vehicle battery and the electrical device, further comprising a capacitor electrically disposed between the DC-DC converter and the electrical device and electrically connecting between the second conductor and the third conductor, wherein the second switch is electrically disposed between the capacitor and the electrical device.

125. The power distribution system of claim 124, wherein the capacitor is configured to be trickle charged by the vehicle battery when the first conductor is connected to the vehicle battery and the electrical device.

126. The power distribution system of any of claims 119-125, wherein the threshold speed is between or equal to 5 kph and 30 kph.

127. The power distribution system of any of claims 119-126, wherein the electrical device is an electric motor of an active suspension system actuator.

128. The power distribution system of claim 127, wherein stator winding connections are configured to switch to a delta connection when receiving power at the first voltage, and to switch to a star connection when receiving power at the second voltage.

129. The power distribution system of any of claims 119-128, wherein the first voltage is greater than 48 V.

130. The power distribution system of any of claims 119-129, wherein the second voltage is less than or equal to 48 V.

131. The power distribution system of any of claims 119-130, wherein the vehicle battery has a voltage greater than 48 volts.

132. The power distribution system of any of claims 119-131, wherein the vehicle battery has a voltage between or equal to 50 V and 3000 V.

133. The power distribution system of any of claims 119-132, wherein the vehicle battery has a voltage between or equal to 200 V and 3000 V.

134. A method of delivering power from a vehicle battery of a vehicle to an electrical device of the vehicle, the method comprising: sensing a speed of the vehicle; delivering power from the vehicle battery to the electrical device at a first voltage if the vehicle speed is less than a threshold speed, and delivering power from the vehicle battery to the electrical device at a second voltage if the vehicle speed is greater than the threshold speed, wherein the second voltage is higher than the first voltage.

135. The method of claim 134, wherein delivering power from the vehicle battery to the electrical device at the first voltage comprises delivering power along a first conductor and delivering power from the vehicle battery to the electrical device at the second voltage comprises delivering power along a second conductor.

136. The method of claim 135, further comprising converting the first voltage to the second voltage with a DC-DC converter disposed along the second conductor.

137. The method of claim 136, wherein the DC-DC converter is a low wattage DC-DC converter.

138. The method of any of claims 136-137, further comprising trickle charging a capacitor disposed between the DC-DC converter and the electrical device when delivering power to the electrical device at the first voltage.

139. The method of any of claims 135-138, further comprising operating a first switch disposed on the first conductor and a second switch disposed on the second conductor to switch which of the first conductor and second conductor is connected to the vehicle battery and electrical device.

140. The method of any of claims 134-139, wherein the threshold speed is between 5 kph and 30 kph.

141. The method of any of claims 134-140, wherein the first voltage is greater than 48 V.

142. The method of any of claims 134-141, wherein the second voltage is less than or equal to 48 V.

143. The method of any of claims 134-142, wherein the vehicle battery has a voltage greater than 48 V.

144. The method of any of claims 134-143, wherein the vehicle battery has a voltage between or equal to 50 V and 3000 V.

145. The method of any of claims 134-144, wherein the vehicle battery has a voltage between or equal to 200 V and 3000 V.

146. A non-transitory computer readable memory including processor executable instructions that when executed by one or more processors perform the method of any one of claims 134-145.

147. A power distribution system for a vehicle, the power distribution system comprising: a vehicle battery; an electrical device; one or more electrical cables comprising one or more electrical conductors electrically connecting the electrical device to the vehicle battery, the one or more electrical cables comprising cable shielding; and an isolation monitor electrically connected to the one or more electrical conductors and the cable shielding, the isolation monitor configured to detect a voltage differential and / or a leakage current between the one or more electrical conductors and the cable shielding.

148. The power distribution system of claim 147, wherein the electrical device is an electric motor of an active suspension system actuator.

149. The power distribution system of claim 148, further comprising a metal motor housing electrically isolated from the motor.

150. The power distribution system of claim 149, wherein the metal motor housing is electrically connected to the cable shielding, such that the isolation monitor detects leakage current and / or voltage differential between the motor and the metal motor housing.

151. The power distribution system of any of claims 149-150, wherein the metal motor housing is at least partially encased in a motor housing insulating material.

152. The power distribution system of claim 151, wherein the one or more electrical cables is encased in a cable insulating material, wherein the cable insulating material is connected to the motor housing insulating material.

153. The power distribution system of any of claims 147-152, wherein the cable shielding comprises a metal material.

154. The power distribution system of claim 153, wherein the cable shielding is metal braid shielding.

155. The power distribution system of any of claims 147-154, wherein the isolation monitor is incorporated into a power control module, and wherein the power control module includes one or more switches configured to disconnect the vehicle battery from the electrical device if the voltage differential detected by the isolation monitor exceeds a threshold voltage differential.

156. The power distribution system of claim 155, wherein the one or more switches are one or more reusable disconnect switches.

157. The power distribution system of any of claims 155-156, wherein the one or more switches are one or more single use disconnect switches.

158. The power distribution system of any of claims 147-157, wherein the isolation monitor is incorporated into a power control module, and wherein the power control module includes one or more switches configured to disconnect the vehicle battery from the electrical device if the leakage current detected by the isolation monitor exceeds a threshold leakage current.

159. The power distribution system of claim 158, wherein the one or more switches are one or more reusable disconnect switches.

160. The power distribution system of any of claims 158-159, wherein the one or more switches are one or more single use disconnect switches.

161. The power distribution system of any of claims 147-160, wherein the isolation monitor comprises an electric bridge switch.

162. The power distribution system of any of claims 147-161, wherein the vehicle battery has a voltage greater than 48 V.

163. The power distribution system of any of claims 147-162, wherein the vehicle battery has a voltage between or equal to 50 V and 3000 V.

164. The power distribution system of any of claims 147-163, wherein the vehicle battery has a voltage between or equal to 200 V and 3000 V.

165. A method of detecting insulation failure in a power distribution system of a vehicle, the method comprising: measuring a leakage current and / or a voltage differential between cable conductors of one or more electrical cables and cable shielding of the one or more electrical cables, the one or more electrical cables electrically connecting a vehicle battery of the vehicle to an electrical device of the vehicle; and electrically disconnecting the electrical device from the vehicle battery if the leakage current and / or voltage differential exceeds a threshold leakage current and / or a threshold voltage differential.

166. The method of claim 165, wherein the electrical device is an electric motor of an active suspension system actuator.

167. The method of claim 166, wherein the motor electrically isolated from a metal motor housing.

168. The method of claim 167, wherein the cable conductors are electrically connected to motor and the cable shielding is electrically connected to the metal motor housing, and further comprising detecting leakage current and / or voltage differential between the motor and the metal motor housing.

169. The method of any of claims 165-168, wherein electrically disconnecting the electrical device comprises triggering one or more reusable disconnect switches.

170. The method of any of claims 165-169, wherein electrically disconnecting the electrical device comprises triggering one or more single-use disconnect switches.

171. The method of any of claims 165-170, wherein the vehicle battery has a voltage greater than 48 V.

172. The method of any of claims 165-171, wherein the vehicle battery has a voltage between or equal to 50 V and 3000 V.

173. The method of any of claims 165-172, wherein the vehicle battery has a voltage between or equal to 200 V and 3000 V.

174. A non-transitory computer readable memory including processor executable instructions that when executed by one or more processors perform the method of any one of claims 165-173.

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