Abstract:
An electrical connector that has a first side configured to interface with a battery module and a second side configured to interface with a mating plug coupled to a first load. The electrical connector includes terminals extending through the first and second sides and configured to route power at a first voltage from the battery module to the mating plug; low voltage lines extending through the first and second sides, wherein the low voltage lines operate at a voltage less than the first voltage; and high voltage lines electrically coupled to the terminals via conductive leads and configured to route an electrical signal from the terminals to a second load. The electrical connector contains a secondary connection interface configured to allow access to the low and high voltage lines.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims priority from and the benefit of U.S. Provisional Application Ser. No. 61/697,557, entitled “HIGH VOLTAGE CONNECTOR FOR HYBRID ELECTRIC VEHICLES WITH INTEGRATED HV SENSE LINES”, filed Sep. 6, 2012, which is hereby incorporated by reference. 
    
    
     BACKGROUND 
     The present disclosure generally relates to the field of batteries and battery modules. More specifically, the present disclosure relates to high voltage battery connectors that may be used in vehicular contexts, as well as other energy storage/expending applications. 
     This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. 
     A vehicle that uses one or more battery systems for providing all or a portion of the motive power for the vehicle can be referred to as an xEV, where the term “xEV” is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs) combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as 48 volt or 130 volt systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid systems (FHEVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid systems (MHEVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of power assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a “Stop-Start” system similar to the mild hybrids, but the micro-hybrid systems of a mHEV may or may not supply power assist to the internal combustion engine and operates at a voltage below 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mHEV may still be considered as an xEV since it does use electric power to supplement a vehicle&#39;s power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of electric vehicles that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. 
     The battery-powered electric propulsion system in an HEV may have a high voltage rating, such as 60 volts, 130 volts, 350 volts or higher. Due to these high voltage ratings, battery systems for HEVs may include specialized interface connections for connecting the battery system to the vehicle&#39;s high voltage (HV) network or to a high voltage charger. 
     Due to the voltages levels present within such high voltage circuits, battery systems for HEVs often include a high voltage interlock (HVIL) circuit. The HVIL circuit is a low voltage circuit coupled with the battery system and is connected to a battery control unit of the HEV. The battery control unit is connected to a power switch that opens and closes the high voltage network. When the HVIL circuit is closed, the battery control unit closes the high voltage network, allowing the battery system to provide power to the various components of the HEV. When the HVIL circuit is opened, due to, for example, routine maintenance, the battery control unit opens and interrupts the high voltage network, effectively turning the battery system off. 
     Various types of measurement electronics may also be used in a HEV to monitor the battery system as well. These measurement electronics are electrically connected to the battery terminals used to connect the battery system to the high voltage network and/or high voltage charger. To facilitate the multiple required connections, interface connection systems can include cabling for the main high voltage conductors, in addition to low voltage conductors for the HVIL circuit. Additional connections are often made directly to bolted joints that form part of the main high voltage conductors. Such connections can extend the assembly time of the battery system, as personnel must ensure that the connections are made in the correct order and correctly routed away from the connection point. In addition, these connections made directly to the bolted joints can potentially lead to a loss of torque in the joints due to vibration of the vehicle. 
     SUMMARY 
     Certain embodiments commensurate in scope with the originally claimed subject matter are summarized below. These embodiments are not intended to limit the scope of the disclosure, but rather these embodiments are intended only to provide a brief summary of certain disclosed embodiments. Indeed, the present disclosure may encompass a variety of forms that may be similar to or different from the embodiments set forth below. 
     The present disclosure relates to batteries and battery modules. More specifically, the present disclosure relates to a connector used in conjunction with high voltage batteries. Particular embodiments are directed towards high voltage battery systems that may be used in vehicular contexts (e.g., xEVs) as well as other energy storage/expending applications (e.g., energy storage for an electrical grid). 
     In an embodiment, an integrated high voltage connector couples a high voltage battery module to various high voltage components and/or a high voltage charger via high voltage terminals. Low voltage lines to complete a high voltage interlock (HVIL) circuit coupled with the battery module are internal to the integrated high voltage connector. High voltage sense lines to route electrical signals to measurement electronics used to monitor the battery module are also internal to the integrated high voltage connector. The high voltage sense lines are electrically coupled to the high voltage terminals via conductive leads within the connector. In other embodiments, other low voltage circuits may be incorporated into the integrated high voltage connector. 
     While the presently disclosed integrated connector is described with reference to a vehicle, it should be noted that such integrated high voltage connectors may be used in a variety of other high voltage energy storage/expending contexts. Further, it should be noted that the presently disclosed integrated connector may used in any context that employs a high voltage circuit element with an integrated HVIL function. 
    
    
     
       DRAWINGS 
       These and other features, aspects, and advantages of the present disclosure will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein: 
         FIG. 1  is a perspective view of a vehicle (an xEV) having a battery system contributing a portion of the power for the vehicle, in accordance with an embodiment of the present approach; 
         FIG. 2  is a cutaway schematic view of the xEV embodiment of  FIG. 1 , in the form of a hybrid electric vehicle (HEV), in accordance with an embodiment of the present approach; 
         FIG. 3  is a schematic view of an embodiment of the xEV of  FIG. 1  in the form of an HEV, in accordance with an embodiment of the present approach; 
         FIG. 4  is a schematic view of the HEV of  FIG. 3  illustrating power distribution throughout the HEV, in accordance with an embodiment of the present approach; 
         FIG. 5  is a perspective view of a conventional high voltage connector for an xEV; 
         FIG. 6  is an exploded view of an assembly of a connection system for a high voltage battery using a conventional high voltage connector; 
         FIG. 7  is an exploded view of an assembly of a connection system for a high voltage battery using an integrated high voltage connector, in accordance with an embodiment of the present approach; 
         FIG. 8  is a front view of a secondary connection interface of the integrated high voltage connector of  FIG. 7 , in accordance with another embodiment of the present approach; 
         FIG. 9  is a front view of a secondary connection interface of the integrated high voltage connector of  FIG. 7 , in accordance with another embodiment of the present approach; 
         FIG. 10  is a front view of a secondary connection interface of the integrated high voltage connector of  FIG. 7 , in accordance with another embodiment of the present approach; 
         FIG. 11  is a schematic cross sectional view of the integrated high voltage connector of  FIG. 7 , in accordance with an embodiment of the present approach; and 
         FIG. 12  is a block diagram illustrating the connections in a hybrid electric vehicle having a battery system, an integrated high voltage connector, a battery control unit, and measurement electronics. 
     
    
    
     DETAILED DESCRIPTION 
     The battery system and high voltage connector described herein may be used to provide power to various types of electric vehicles and other high voltage energy storage/expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more battery modules, each battery module having a number of battery cells (e.g., lithium ion electrochemical cells) arranged to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. These battery systems may include one or more high voltage connectors to connect each battery module to a high voltage load (e.g., high voltage network or charger) and to measurement electronics of an xEV. The high voltage connectors may also complete a high voltage interlock (HVIL) circuit, which in turn may be connected to a battery control unit of an xEV. The high voltage connectors may be configured such that the high voltage terminals of the battery module, the HVIL circuit, and the connections to the measurement electronics are all integral to a single high voltage connector. 
     With the foregoing in mind,  FIG. 1  is a perspective view of an xEV  10  in the form of an automobile (e.g., a car) having a battery system  12  in accordance with present embodiments for providing a portion of the motive power for the vehicle  10 , as described above. Although the xEV  10  may be any of the types of xEVs described above, by specific example, the xEV  10  may be a mHEV, including an internal combustion engine equipped with a microhybrid system which includes a start-stop system that may utilize the battery system  12  to power at least one or more accessories (e.g., AC, lights, consoles, etc.), as well as the ignition of the internal combustion engine, during start-stop cycles. 
     Further, although the xEV  10  is illustrated as a car in  FIG. 1 , the type of vehicle may differ in other embodiments, all of which are intended to fall within the scope of the present disclosure. For example, the xEV  10  may be representative of a vehicle including a truck, bus, industrial vehicle, motorcycle, recreational vehicle, boat, or any other type of vehicle that may benefit from the use of electric power. Additionally, while the battery system  12  is illustrated in  FIG. 1  as being positioned in the trunk or rear of the vehicle, according to other embodiments, the location of the battery system  12  may differ. For example, the position of the battery system  12  may be selected based on the available space within a vehicle, the desired weight balance of the vehicle, the location of other components used with the battery system  12  (e.g., battery control units, measurement electronics, etc.), and a variety of other considerations. 
     An xEV  10  may be an HEV having the battery system  12 , which includes one or more battery modules  14 , as illustrated in  FIG. 2 . In particular, the battery system  12  illustrated in  FIG. 2  is disposed toward the rear of the vehicle  10  proximate a fuel tank  16 . In other embodiments, the battery system  12  may be provided immediately adjacent the fuel tank  16 , provided in a separate compartment in the rear of the vehicle  10  (e.g., a trunk), or provided in another suitable location in the HEV  10 . Further, as illustrated in  FIG. 2 , the HEV  10  includes an internal combustion engine  18  for times when the HEV  10  utilizes gasoline power to propel the vehicle  10 . The HEV  10  also includes an electric motor  20 , a power split device  21 , and a generator  22  as part of the drive system. 
     The HEV  10  illustrated in  FIG. 2  may be powered or driven by the battery system  12  alone, by the combustion engine  18  alone, or by both the battery system  12  and the combustion engine  18 . It should be noted that, in other embodiments of the present approach, other types of vehicles and configurations for the vehicle drive system may be utilized, and that the schematic illustration of  FIG. 2  should not be considered to limit the scope of the subject matter described in the present application. According to various embodiments, the size, shape, and location of the battery system  12  and the type of vehicle, among other features, may differ from those shown or described. 
     The battery system  12  may generally include one or more battery modules  14 , each having a plurality of battery cells (e.g., lithium ion electrochemical cells). The battery system  12  may include features or components for connecting the battery module  14  to components of the vehicle electrical system, as discussed in greater detail below. The battery system  12  may also include features that are responsible for monitoring the electrical performance of the one or more battery modules  14 . Presently disclosed embodiments of the battery system  12  may include, for example, a single high voltage connector configured to couple the battery module  14  with the high voltage vehicle electrical system and to sensing circuitry. Further, the battery system  12  may include an HVIL circuit which, in conjunction with other components of the battery system  12 , may effectively turn off the battery module  14  during inspection and servicing, for example. 
     The battery system  12  may also include a battery control unit  24  that may generally operate and control the battery module  14 . The battery control unit  24  may include one or more circuit boards (e.g., printed circuit boards (PCBs)) that may include a processor and memory programmed to monitor and control the battery module  14  based on stored instructions. 
     The battery system  12  may be positioned in one of several areas within an HEV  10 , as illustrated in  FIG. 3 . For example, the xEV  10  may include the battery system  12 A positioned near or next to a lead-acid battery of a typical combustion engine (e.g., under the hood of the xEV  10 ). By further example, in certain embodiments, the xEV  10  may include the battery system  12 B positioned near a center of mass of the xEV  10 , such as below the driver or passenger seat. By still further example, in certain embodiments, the xEV  10  may include the battery system  12 C positioned below the rear passenger seat or near the trunk of the vehicle. It should be appreciated that, in certain embodiments, positioning a battery system  12  (e.g., battery system  12 B or  12 C) in or about the interior of the vehicle may enable the use of air from the interior of the vehicle to cool the battery system  12 . 
     Having now discussed the different areas in which the battery system  12  may be positioned, a more detailed description of the components present within the battery system  12  is provided in  FIG. 4 . The battery system  12  shown includes a battery module  14  capable of providing a 48 V output via two high voltage contacts  25  (e.g., positive terminal and negative terminal). The battery module  14  may be coupled to one or more DC-to-DC converters  26  to produce another suitable voltage output, such as 12 V. In other embodiments, the battery system  12  may include two or more battery modules  14 , each of which provides a specific output voltage. As illustrated, the 48 V output of the battery module  14  may be provided to a high voltage network  42 . The high voltage network  42  connects the high voltage output (e.g., 48 V) of the battery module  14  to various components of the HEV  10 . For example, the high voltage network  42  may couple the battery module  14  to a belt alternator starter (BAS)  28 , which may be used to start the internal combustion engine  18  during a start-stop cycle. The 12 V output of the DC-to-DC converter  26  may be coupled to a traditional ignition system (e.g., starter motor  30 ) to start the internal combustion engine  18  during instances when the BAS  28  is not used to do so. It should also be understood that the BAS  28  may capture energy from a regenerative braking system of the like (not shown) to recharge the battery module  14 . In this way, the BAS  28  may function as a high voltage charger coupled to the battery module  14 . 
     In the illustrated embodiment, the 48 V output of the battery module  14  may be used to power one or more components and accessories of the HEV  10  via the high voltage network  42 . For example, as illustrated in  FIG. 4 , the 48 V output of the battery module  14  may be coupled to a heating, ventilation, and air conditioning (HVAC) system  32  (e.g., including compressors, heating coils, fans, pumps, and so forth) of the HEV  10  to enable the driver to control the temperature of the interior of the HEV  10  during operation of the vehicle. This is particularly important in an HEV  10  during idle periods when the internal combustion engine  18  is stopped and, thus, not providing any electrical power via engine charging. As also illustrated in  FIG. 4 , the 48 V output of the battery module  14  may be coupled to a vehicle console  34 , which may include entertainment systems (e.g., radio, CD/DVD players, viewing screens, etc.), warning lights and indicators, controls for operating the HEV  10 , and so forth. Hence, it should be appreciated that the 48 V output may, in certain situations, provide a more efficient voltage at which to operate the components and accessories of the HEV  10  (e.g., compared to 12 V), especially when the internal combustion engine  18  is stopped (e.g., during start-stop cycles). It should also be appreciated that, in certain embodiments, the 48 V output of the battery module  14  may also be provided to any other suitable components and/or accessories (e.g., lights, switches, door locks, window motors, windshield wipers, and so forth) of the HEV  10 . 
     Also, the HEV  10  illustrated in  FIG. 4  includes a vehicle control module (VCM)  36  that may control one or more operational parameters of the various components of the vehicle  10 , and the VCM  36  may include at least one processor and memory programmed to perform such tasks. Like other components of the HEV  10 , the battery module  14  may be coupled to the VCM  36  via one or more communication lines  38 , such that the VCM  36  may receive input from the battery module  14  and from the battery control unit  24 . For example, the VCM  36  may receive input from the battery module  14  regarding various parameters, such as state of charge and temperature, and the VCM  36  may use these inputs to determine when to charge and/or discharge the battery module  14 , when to discontinue charging the battery module  14 , when to start and stop the internal combustion engine  18  of the HEV  10 , whether to use the BAS  28  or the starter motor  30 , and so forth. 
     A conventional high voltage connector  40  may include a body  46  that, on one side, extends into an external shell  48  which houses a high voltage (HV) positive terminal  50  and a high voltage (HV) negative terminal  52 , as illustrated in  FIG. 5 . A mating high voltage plug (not shown) may be slid into the external shell  48 , electrically connecting the battery module  14  to the high voltage network  42  and/or a high voltage charger. That is, the mating high voltage plug may include cables that extend outward and couple to the high voltage components of the HEV  10 . 
     The external shell  48  may also house an access point to a high voltage interlock (HVIL) circuit through two HVIL lines  56 . The HVIL circuit is a low voltage circuit coupled with the high voltage batteries of the battery system  12  and connected to the battery control unit  24 . As one skilled in the art would appreciate, the HVIL circuit acts, in conjunction with other components, as a mechanism to effectively turn the battery system  12  on or off during, for example, routine maintenance or servicing tasks. 
     In the illustrated embodiment, the HV positive terminal  50  and the HV negative terminal  52  extend from the external shell  48  through the body  46  and project out of the opposite side of the high voltage connector  40 . In the illustrated embodiment, the projected portions of the HV positive terminal  50  and the HV negative terminal  52  are partially covered by an internal shell  58 . The HVIL lines  56  also extend through the body  46  and connect to an access point within the internal shell  58 . This side of the high voltage connector  40  with the internal shell  58  interfaces with the battery module  14 . 
     To monitor various metrics of the battery module  14  and the battery system  12 , the battery control unit  24  may receive input from measurement electronics relating to various conditions of the battery module  14 . The measurement electronics may include various types of sensors such as voltage sensors, temperature sensors, and pressure sensors. One or more of the measurement electronics may be electrically connected to the HV positive terminal  50  and the HV negative terminal  52  of the high voltage connector  40 . 
     As discussed above, a mating high voltage plug  54  may be inserted into the external shell  48  of the high voltage connector  40 , as illustrated in  FIG. 6 . On the other side of the high voltage connector  40 , an HVIL plug  62  may be attached to the HVIL lines  56 . Bus bars  64  may be attached to both the HV positive terminal  50  and the HV negative terminal  52 . The bus bars  64  may be configured to route the high voltage power stored in the battery module  14  from the electrochemical cells internal to the battery module  14  to the HV positive terminal  50  and the HV negative terminal  52  of the high voltage connector  40 . 
     To connect the measurement electronics to the HV positive terminal  50  and the HV negative terminal  52 , the connection assembly includes high voltage (HV) sense lines  66  in the form of discrete wires that each, on one end, terminate in a ring terminal  68 . The ring terminals  68  are placed around the HV positive terminal  50  and the HV negative terminal  52 , as illustrated in  FIG. 6 . The bus bars  64  and the ring terminals  68  are then secured to the HV positive terminal  50  and the HV negative terminal  52  via screws  70 . Alternatively, the bus bars  64  and/or the ring terminals  68  may be secured to the HV positive terminal  50  and the HV negative terminal  52  by welding or other electrical connection methods. 
     In the illustrated conventional connection assembly, the bus bars  64 , ring terminals  68 , and screws  70  function as part of the bolted joint used in the cabling required for the main high voltage lines. As such, the assembly time for the high voltage connector  40  is often relatively long, as the terminals and components are placed in a specific order and are routed away from the connection point in a particular manner. Additionally, any vibrations affecting the high voltage connector  40  may cause a loss of torque in the bolted or welded joint, weakening the connections between the various components. 
     To simplify the assembly and minimize the likelihood of incorrect connections or routing of the HV sense lines  66 , presently disclosed embodiments include an integrated high voltage connector.  FIG. 7  illustrates the assembly of a connection system including the integrated high voltage connector  72 . The illustrated integrated high voltage connector  72  facilities the connections for the HV positive terminal  50 , the HV negative terminal  52 , the HVIL lines  56 , and the HV sense lines  66 . As shown, the structure of the integrated high voltage connector  72  may be similar to that of the conventional high voltage connector  40 . However, the integrated high voltage connector  72  does not utilize individual sense lines  66  connected to the HV terminals  50  and  52  via additional ring terminals  68 . Instead, the HV sense lines  66  may be routed to the integrated high voltage connector  72  along with the HVIL lines  56  via a secondary connection interface  74 . The HV sense lines  66  may be located proximate to the HVIL lines  56  to form the secondary connection interface  74 . The pin configuration of the HVIL lines  56  and the HV sense lines  66  in the secondary connection interface  74  may vary, as illustrated in  FIGS. 8-10 . 
     Because the HV sense lines  66  are located within the secondary connection interface  74 , there is no need to attach discrete wires with ring terminals  68  to the HV positive terminal  50  and the HV negative terminal  52 . Therefore, only the bus bars  64  are secured to the HV positive terminal  50  and the HV negative terminal  52  using screws  70 , welding, or some other electrical connection method. This may facilitate a relatively simple assembly process for the integrated high voltage connector  72 , since additional ring terminals do not have to be properly attached. 
     A secondary connection plug  84  may be inserted into the secondary connection interface  74 . In some embodiments, the secondary connection plug  84  may contain a key and the secondary connection interface  74  may contain a corresponding groove to ensure proper mating of the secondary connection plug  84 . The mating high voltage plug  54  may be inserted into the external shell  48  of the integrated high voltage connector  72  to couple the battery module  14  with the high voltage network  42  and/or charger, and to close the HVIL circuit. 
     In the illustrated embodiment, the HVIL lines  56  extend throughout the integrated high voltage connector  72  in a manner similar to that of the conventional high voltage connector  40 . The HV sense lines  66  are connected on one end to the HV terminals  50  and  52  and, as such, only extend from one side of the integrated high voltage connector  72 . As shown in  FIG. 7 , the secondary connection interface  74 , located within the internal shell  58 , may act as an access point for both the HVIL lines  56  and the HV sense lines  66 . In other embodiments, the secondary connection interface  74  may be located within the external shell  48 . In such cases, the mating high voltage plug  54 , rather than the secondary connection plug  84 , may electrically connect the HV sense lines  66  to measurement electronics. 
     As noted above, there may be any number of pin configurations that are suitable for the secondary connection interface  74 . As illustrated in  FIG. 7 , for example, the secondary connection interface  74  may include a pair of vertically oriented HVIL lines  56  disposed proximate a pair of horizontally oriented HV sense liens  66 . Due to the mismatched orientations of these lines and the asymmetric shape of the secondary connection interface  74 , this arrangement may prevent an operator from inserting the secondary connection plug  84  incorrectly. That is, the illustrated pin configuration may ensure proper matching of the HVIL lines  56  and the HV sense lines  66  through the integrated high voltage connector  72 . 
     Another possible pin configuration of the HV sense lines  66  and the HVIL lines  56  is illustrated in  FIG. 8 . In this embodiment, the HVIL lines  56  and the HV sense lines  66  are all disposed in a linearly relative to one another, with the HV sense lines  66  at opposite ends. This may facilitate easier routing of the high voltage power from the HV terminals  50  and  52  to the HV sense lines  66  via the integrated high voltage connector  72 . In other embodiments, the secondary connection interface  74  may have different shapes (e.g., square as in  FIG. 9 , circular as in  FIG. 10 , etc.), sizes, and arrangements of the HV sense lines  66  and/or the HVIL lines  56 . 
     To prevent an incorrect mating between the secondary connection plug  84  and the secondary connection interface  74 , the secondary connection interface  74  may include a keying feature. As shown in  FIGS. 9 and 10 , such keying features may include a groove  76  formed in the secondary connection interface  74 . The groove  76  may be located proximate to either the HVIL lines  56  or the HV sense lines  66 , or somewhere in between. In other embodiments, multiple grooves  76  of varying shapes may be included in the secondary connection interface  74 . The corresponding secondary connection plug  84  may include a matching key to be inserted into the secondary connection interface  74 . The key fits into the groove  76 , ensuring that the mating between the secondary connection plug  84  and the secondary connection interface  74  is correct. Although the illustrated embodiments show the groove  76  in the secondary connection interface  74 , in other embodiments the secondary connection interface  74  may include a key configured to mate with a groove formed in the secondary connection plug  84 . 
     As mentioned above, the HV sense lines  66  are electrically connected to the HV positive terminal  50  and the HV negative terminal  52 . Rather than using discrete wires with ring terminals, as described in relation to  FIG. 6 , the HV sense lines  66  may be electrically connected to the HV positive terminal  50  and the HV negative terminal  52  within the integrated high voltage connector  72 . As illustrated in  FIG. 11 , the integrated high voltage connector  72  includes conductive leads  78  internal to the integrated high voltage connector  72  for coupling the HV sense lines  66  to the HV terminals  50  and  52 . The conductive leads  78  may be made from one of the conductive materials used for the HV positive terminal  50  and the HV negative terminal  52 . 
     As the HVIL lines  56  and the HV sense lines  66  represent low voltage and high voltage points, respectively, the secondary connection interface  74  may be designed to meet certain creepage and clearance requirements that ensure reliable electrical operation. Because the HVIL lines  56  and the HV sense lines  66  may operate at very different voltages, the creepage and clearance requirements may be a minimum distance between the two circuits and the lines within the HV sense circuit to prevent undesirable electrical effects such as arcing. For example, it may be desirable to have a minimum distance of approximately 5.0 mm between the two HV sense lines  66 . In other embodiments, there may be a minimum distance of approximately 12.0 mm between the HVIL lines  56  and the HV sense lines  66 . As such, the two pins of the HV sense lines  66  may therefore be separated by a creepage/clearance distance  80 , as illustrated in  FIG. 11 . 
     In some embodiments, creepage and clearance requirements may be based on the types of material used to manufacture the integrated high voltage connector  72 , rather than the physical distance between the low and high voltage circuits. Accordingly, there may be a creepage/clearance separator  82  between the HVIL lines  56  and the HV sense lines  66  to electrically isolate the two types of lines from one another. As one skilled in the art would appreciate, the main body of the integrated high voltage connector  72  surrounding the conductive terminals and pins may be made from an electrically insulating material. As such, the creepage/clearance separator  82  may be a portion of the main body that is thicker than the rest of the main body or that extends between the two types of pins. In other embodiments, the creepage/clearance separator  82  may be a piece of insulating material different from the insulating material used for the main body of the integrated high voltage connector  72 . As noted above, the secondary connection interface  74  may vary according to pin configuration; however, the various embodiments of the secondary connection interface  74  generally comply with creepage and clearance requirements. 
     As shown in  FIG. 12 , the integrated high voltage connector  72  incorporates many of the connections between the battery module  14  and various components of the HEV  10 . For example, the integrated high voltage connector  72  facilitates the connections between the battery module  14 , the battery control unit  24 , the high voltage network  42 , the high voltage charger, and measurement electronics  88 . For example, the integrated high voltage connector  72  is configured to couple the HV contacts  25  within the battery module  14  to the high voltage network  72  of the HEV  10 , or to a separate high voltage charger. In addition, the integrated high voltage connector  72  may complete the HVIL circuit between certain low voltage contacts  90  of the battery module  14  and the battery control unit  24  in order to close (e.g., via a relay  92 ) the high voltage circuit. Additionally, the integrated high voltage connector  72  includes the HV sense lines  66  and conductive leads  78  to allow high voltage power from the battery module  14  to reach the measurement electronics  88 . Because certain connections (e.g., HVIL lines  56  and HV sense lines  66 ) are integral to the integrated high voltage connector  72 , there may be a reduction in the number and types of connections that are made between the battery module  14  and various components of the HEV  10  during assembly. 
     In the embodiment depicted in  FIG. 12 , one or more additional low voltage circuits are connected from low voltage contacts  90  in the battery module  14  directly to the battery control unit  24 , bypassing the integrated high voltage connector  72 . In other embodiments, one or more of these low voltage circuits may be incorporated into the integrated high voltage connector  72  as well, depending on the type of application involved. 
     One or more of the disclosed embodiments, alone or in combination, may provide one or more technical effects useful for connecting a high voltage battery module to a high voltage network, charger, and measurement electronics. For example, certain embodiments may enable a reduced assembly time for the connection system for a high voltage battery system. Certain embodiments may also increase the reliability of the connection system. For example, the present integrated high voltage connector contains an access point for high voltage sense lines electrically coupled to the high voltage terminals. Such a structure does not require discrete wires with ring terminals to be attached to the high voltage terminals. The technical effects and technical problems in the specification are exemplary and are not limiting. It should be noted that the embodiments described in the specification may have other technical effects and can solve other technical problems. 
     While only certain features and embodiments of the invention have been illustrated and described, many modifications and changes may occur to those skilled in the art (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters without materially departing from the novel teachings and advantages of the subject matter recited in the claims. The order or sequence of any process or method steps may be varied or re-sequenced according to alternative embodiments. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention. Furthermore, in an effort to provide a concise description of the exemplary embodiments, all features of an actual implementation may not have been described (i.e., those unrelated to the presently contemplated best mode of carrying out the invention, or those unrelated to enabling the claimed invention). It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation specific decisions may be made. Such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, without undue experimentation.