Patent Description:
The present disclosure relates generally to the field of battery systems, and more particularly, to controlling a flow of current to and from battery systems used in vehicular contexts, as well as other energy storage/expending applications,.

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. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as <NUM> Volt (V) or 130V 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'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 EVs 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,.

xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PEVs. The following documents show the relevant prior art: <CIT>, <CIT> and <CIT>.

As technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles. For example, the electric power used by the xEVs may be stored in lithium ion batteries and/or lead-acid batteries. Accordingly, it may be beneficial to improve control over operation of the battery system, for example, to manage the coupling and decoupling of the lithium ion battery and the lead-acid battery to the electrical system of the vehicle.

The present invention is defined by the independent apparatus claim <NUM>.

Variotis aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which:.

In an effort to provide a concise description of these embodiments, not all features of an actual implemeiitation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another, Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and mamifacture for those of ordinary skill having the benefit of this disclosure.

The battery systems described herein may be used to provide power to various types of electric vehicles (xEVs) 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 (Li-ion) electrochemical cells) arranged and electrically interconnected to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. As another example, battery modules in accordance with present embodiments may be incorporated with or provide power to stationary power systems (e.g., non-automotive systems). Additionally, it may be appreciated that the battery systems described herein may also be used to provide power to various electrical components of traditional gasoline powered vehicles,.

Based on the advantages over traditional gas-power vehicles, manufacturers, which generally produce traditional gas-powered vehicles, may desire to utilize improved vehicle technologies (e,g. , regenerative braking technology) within their vehicle lines. Often, these manufacturers may utilize one of their traditional vehicle platforms as a starting point. Accordingly, since traditional gas-powered vehicles are designed to utilize <NUM> volt battery systems, a <NUM> volt lithium ion battery may be used to supplement a <NUM> volt lead-acid battery, More specifically, the <NUM> volt lithium ion battery may be used to more efficiently capture electrical energy generated during regenerative braking and subsequently supply electrical energy to power the vehicle's electrical system.

As advancements occur with vehicle technologies, high voltage electrical devices may also be included in the vehicle's electrical system. For example, the lithium ion battery may supply electrical energy to an electric motor in a mild-hybrid vehicle. Often, these high voltage electrical devices utilize voltage greater than <NUM> volts, for example, up to <NUM> volts. Accordingly, in some embodiments, the output voltage of a <NUM> volt lithium ion battery may be boosted using a DC-DC converter to supply power to the high voltage devices. Additionally or alternatively, a <NUM> volt lithium ion battery may be used to supplement a <NUM> volt lead-acid battery, More specifically, the <NUM> volt lithium ion battery may be used to more efficiently capture electrical energy generated during regenerative braking and subsequently supply electrical energy to power the high voltage devices,.

Thus, the design choice regarding whether to utilize a <NUM> volt lithium ion battery or a <NUM> volt lithium ion battery may depend directly on the electrical devices included in a particular vehicle. Nevertheless, although the voltage characteristics may differ, the operational principles of a <NUM> volt lithium ion battery and a <NUM> volt lithium ion battery are generally similar. More specifically, as described above, both may be used to capture electrical energy during regenerative braking and subsequently supply electrical energy to power electrical devices in the vehicle.

Accordingly, to simplify the following discussion, the present techniques will be described in relation to a battery system with a <NUM> volt lithium ion battery and a <NUM> volt lead-acid battery. However, one of ordinary skill in art is able to adapt the present techniques to other battery systems, such as a battery system with a <NUM> volt lithium ion battery and a <NUM> volt lead-acid battery, or even a <NUM> volt lead-acid battery or <NUM> volt lithium ion battery by themselves,.

The present disclosure relates to batteries and battery modules. More specifically, the present disclosure relates to current control of lithium ion batteries. Particular embodiments are directed to lithium ion battery cells that may be used in vehicular contexts (e.g., hybrid electric vehicles or traditional gasoline powered vehicles) as well as other energy storage/expending applications (e.g., energy storage for an electrical grid).

More specifically, the present disclosure relates to controlling current flow from a battery to a load and/or from the load to the battery. When a battery charges or discharges, it may be advantageous to limit current flow in a particular direction upon coupling the battery to a load to lessen the likelihood of current backflow in an undesired direction. To reduce the likelihood of current backflow while still maintaining an efficient charge or discharge rate, switches (e.g., power metal-oxide-semiconductor field-effect transistors (MOSFETs)) may be actively controlled to prevent the current from abruptly changing directions into or out of the battery.

With the preceding in mind, the present disclosure describes techniques for controlling charging and discharging operations of a battery system to prevent the batteries from experiencing current back-flow. Traditional methods of controlling charge operations generally do not allow a mechanism for charging and discharging the battery at a low current level without the risk of experiencing undesired backflow current. For example, traditional methods may include variations of power relays that couple and decouple the battery to the electrical load. Such power relays lack the ability to control current in a desired direction, have a limited operational lifespan, may produce electromagnetic interference, and have relatively slow reaction times, among other drawbacks. In contrast, a battery management system described in the present disclosure may control switches that couple and decouple the battery to the electrical system based on current measurements to control the charging and discharging operations of the battery and avoid undesired backflow current. Thus, the techniques described herein enable a battery to experience increased reliability and performance.

To help illustrate, <FIG> is a perspective view of an embodiment of a vehicle <NUM>, which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric-powered and gas-powered vehicles.

As discussed above, it would be desirable for a battery system <NUM> to be largely compatible with traditional vehicle designs. Accordingly, the battery system <NUM> may be placed in a location in the vehicle <NUM> that would have housed a traditional battery system. For example, as illustrated, the vehicle <NUM> may include the battery system <NUM> positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e. g, under the hood of the vehicle <NUM>). Furthermore, as will be described in more detail below, the battery system <NUM> may be positioned to facilitate managing temperature of the battery system <NUM>. For example, in some embodiments, positioning a battery system <NUM> under the hood of the vehicle <NUM> may enable an air duct to channel airflow over the battery system <NUM> and cool the battery system <NUM>.

As depicted, the battery system. <NUM> includes an energy storage component <NUM> coupled to an ignition system <NUM>, an alternator <NUM>, a vehicle console <NUM>, and optionally to an electric motor <NUM>.

In other words, the battery system <NUM> may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Illustratively, in the depicted embodiment, the energy storage component <NUM> supplies power to the vehicle console <NUM> and the ignition system <NUM>, which may be used to start (e.g., crank) an internal combustion engine <NUM>.

Additionally, the energy storage component <NUM> may capture electrical energy generated by the alternator <NUM> and/or the electric motor <NUM>. In some embodiments, the alternator <NUM> may generate electrical energy while the internal combustion engine <NUM> is running. More specifically, the alternator <NUM> may convert the mechanical energy produced by the rotation of the internal combustion engine <NUM> into electrical energy. Additionally or alternatively, when the vehicle <NUM> includes an electric motor <NUM>, the electric motor <NUM> may generate electrical energy by converting mechanical energy produced by the movement of the vehicle <NUM> (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component <NUM> may capture electrical energy generated by the alternator <NUM> and/or the electric motor <NUM> during regenerative braking. As such, the alternator <NUM> and/or the electric motor <NUM> are generally referred to herein as a regenerative braking system.

To facilitate capturing and supplying electric energy, the energy storage component <NUM> may be electrically coupled to the vehicle's electric system via a bits <NUM>. For example, the bus <NUM> may enable the energy storage component <NUM> to receive electrical energy generated by the alternator <NUM> and/or the electric motor <NUM>. Additionally, the bus <NUM> may enable the energy storage component <NUM> to output electrical energy to the ignition system <NUM> and/or the vehicle console <NUM>. Accordingly, when a <NUM> volt battery system <NUM> is used, the bus <NUM> may carry electrical power typically between <NUM>-<NUM> volts.

Additionally, as depicted, the energy storage component <NUM> may include multiple battery modules. For example, in the depicted embodiment, the energy storage component <NUM> includes a lead acid (e.g., a first) battery module <NUM> in accordance with present embodiments, and a lithium ion (e.g., a second) battery module <NUM>, where each battery module <NUM>, <NUM> includes one or more battery cells. In other embodiments, the energy storage component <NUM> may include any number of battery modules. Further, the energy storage component <NUM> may also include an ultracapacitor or a plurality of ultracapacitors arranged within the storage component <NUM>. Additionally, although the first battery module <NUM> and the second battery module <NUM> are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the second battery module <NUM> may be positioned in or about the interior of the vehicle <NUM> while the first battery module <NUM> may be positioned under the hood of the vehicle <NUM>.

In some embodiments, the energy storage component <NUM> may include multiple battery modules to utilize multiple different battery chemistries. For example, the first battery module <NUM> may utilize a lead-acid battery chemistry and the second battery module <NUM> may utilize a lithium ion battery chernistry. In such an embodiment, the performance of the battery system <NUM> may be improved since the lithium ion battery chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g.,. higher maximum charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system <NUM> may be improved.

To facilitate supply of power from the battery system <NUM> to the various components in the vehicle's electrical system (e.g., HVAC system and vehicle console <NUM>), the energy storage component <NUM> (i.e., battery module) includes a first terminal <NUM> and a second terminal <NUM>. In some embodiments, the second terminal <NUM> may provide a ground connection and the first terminal <NUM> may provide a positive voltage ranging between <NUM>-<NUM> volts. In other embodiment, the first terminal <NUM> may provide a positive voltage ranging up to <NUM> volts, <NUM> volts, or greater.

As previously noted, the energy storage component <NUM> may have dimensions comparable to those of a typical lead-acid battery to limit modifications to the vehicle <NUM> design to accommodate the battery system <NUM>. For example, the energy storage component <NUM> may be of similar dimensions to an H6 battery, which may be approximately <NUM> inches x <NUM> inches x <NUM> inches. As depicted, the energy storage component <NUM> may be included within a single continuous housing. In other embodiments, the energy storage component <NUM> may include multiple housings coupled together (e.g., a first housing including the first battery <NUM> and a second housing including the second battery <NUM>). In still other embodiments, as mentioned above, the energy storage component <NUM> may include the first battery module <NUM> located under the hood of the vehicle <NUM>, and the second battery module <NUM> may be located within the interior of the vehicle <NUM>.

The energy storage component <NUM> includes a battery management system <NUM> and may include the first terminal <NUM>, the second terminal <NUM>, the first battery <NUM> (e.g., a lead acid battery), the second battery <NUM> (e.g., a lithium ion battery). As used herein, the battery management system <NUM> generally refers to control components that control operation of the battery system <NUM>, such as control switches within the battery module <NUM> and/or <NUM> or switches in the alternator <NUM>. Additionally, the battery management system <NUM> may be disposed within the energy storage component <NUM>, or the battery management system <NUM> may be remote to the energy storage component <NUM>, as depicted in <FIG>. The operation of the energy storage component <NUM> is controlled by the battery management system <NUM>. For example, the battery management system <NUM> may regulate an amount of electrical energy captured/supplied by each battery module <NUM> or <NUM> (e.g., to de-rate and re-rate the battery system <NUM>), perform load balancing between the battery modules <NUM>, <NUM>, control charging and discharging of the battery modules <NUM>, <NUM> (e.g., via control switches), determine a state of charge of each battery module <NUM>, <NUM> and/or the entire energy storage component <NUM>, activate an active cooling mechanism, activate a short circuit protection system, and the like.

Accordingly, the battery management system <NUM> may include a memory <NUM> and a processor <NUM> programmed to execute control algorithms for performing such tasks. More specifically, the processor <NUM> may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any combination thereof. Additionally, the memory <NUM> may include volatile memory, such as random access memory (RAM), and/or nonvolatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the battery management system <NUM> may include portions of a vehicle control unit (VCU) and/or a separate battery control module. Additionally, as depicted, the battery management system <NUM> may be included separate from the energy storage component <NUM>, such as a standalone module. In other embodiments, the battery management system <NUM> may be included within the energy storage component <NUM>.

Further, the battery management system <NUM> may interact with sensors coupled to the energy storage component <NUM>. For example, the battery management system <NUM> may receive temperature indication from a temperature sensor coupled to the energy storage component <NUM>. The battery management system <NUM> may also measure current and voltage applied to or withdrawn from the energy storage component <NUM>.

Additionally, as depicted in <FIG>, the first battery <NUM> and the second battery are connected in parallel across the first terminal <NUM> and the second terminal <NUM> to enable charging and discharging of the batteries. As described above, the battery terminals <NUM> and <NUM> may output the power stored in the energy storage component <NUM> to provide power to the electrical system of the vehicle <NUM>. Further, the battery terminals <NUM> and <NUM> may also input power to the energy storage component <NUM> to enable the first battery <NUM> and the second battery to charge, for example, when the alternator <NUM> generates electrical power through regenerative braking.

Turning now to <FIG>, a schematic diagram of the energy storage component <NUM> and a vehicle electrical system <NUM> is depicted. As discussed above, the vehicle electrical system <NUM>, may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Further, as illustrated in <FIG>, the electrical system <NUM> of the vehicle <NUM> may also include the vehicle console <NUM>, the ignition system <NUM>, which may be used to start (e.g., crank) the internal combustion engine <NUM>, and/or the electric motor <NUM>.

Also provided in <FIG> is a pair of power metal-oxide-semiconductor field-effect transistors (MOSFETs) <NUM> and <NUM> arranged between the energy storage component <NUM> and the electrical system <NUM>. The power MOSFETs <NUM> and <NUM> are oppositely orientated from one another, as illustrated. For example, an intrinsic diode <NUM> of the power MOSFET <NUM> may enable a flow of current in a direction <NUM> toward the energy storage component <NUM> while preventing a flow of current in a direction <NUM> toward the electrical system <NUM> when the power MOSFET <NUM> is not activated. Conversely, an intrinsic diode <NUM> of the power MOSFET <NUM> may enable a flow of current in a direction <NUM> toward the electrical system <NUM> while preventing a flow of current in a direction <NUM> toward the energy storage component <NUM> when the power MOSFET <NUM> is not activated. In such an arrangement, current may still flow in the direction <NUM> from the energy storage component <NUM> toward the electrical system <NUM> when the power MOSFET <NUM> is activated and the power MOSFET <NUM> is not activated. Additionally, current may flow in the direction <NUM> from the electrical system <NUM> to the energy storage component <NUM> when the power MOSFET <NUM> is activated and the power MOSFET <NUM> is not activated. Further, the arrangement may also enable the flow of current in either the direction <NUM> or the direction <NUM> when both of the power MOSFETS <NUM> and <NUM> are activated, and the arrangement may prevent the flow of current in both the direction <NUM> and the direction <NUM> when both of the power MOSFETS <NUM> and <NUM> are not activated.

The battery management system <NUM> is used to control the operation of the power MOSFETS <NUM> and <NUM>. For example, the battery management system <NUM> may provide an activation signal along gate lines <NUM> and <NUM> to control operation of the power MOSFETS <NUM> and <NUM>, respectively. By providing a high signal along the gate lines <NUM> and/or <NUM>, the power MOSFETS <NUM> and/or <NUM> are activated. Activating the power MOSFETS <NUM> and <NUM> generates a low resistance path across a portion of the bus <NUM> along which the power MOSFETS <NUM> and/or <NUM> are positioned. The low resistance paths enable current to flow freely across the power MOSFETS <NUM> and <NUM>. Additionally, the gate lines <NUM> and <NUM> may include resistors <NUM> and <NUM>, respectively, positioned between the battery management system <NUM> and the power MOSFETS <NUM> and <NUM>. The resistors <NUM> and <NUM> may include approximately <NUM> Ohms of resistance, although other resistances are also contemplated. Further, the resistors <NUM> and <NUM> may provide a current limiting functionality by limiting current provided from the battery management system <NUM> to gates of the power MOSFETS <NUM> and <NUM>.

The battery management system <NUM> controls the power MOSFETS <NUM> and <NUM> based on a current measurement received from an ammeter <NUM> positioned between the electrical system <NUM> and the negative terminal <NUM> of the energy storage component <NUM>. As discussed in greater detail below in the discussion of <FIG>, the battery management system <NUM> receives the current measurement and control the power MOSFETS <NUM> and <NUM> based on whether the current measurement reads above or below a predetermined current threshold. In particular, to prevent backflow current to the energy storage component <NUM> or the electrical system <NUM>, the battery management system <NUM> controls only one of the power MOSFETS <NUM> or <NUM> to an active state when the current measurement is below the predetermined threshold voltage. In this manner, should the current flowing from or to the energy storage component <NUM> unexpectedly reverse polarity, the power MOSFET <NUM> or <NUM> that is not activated will prevent the flow of current in the undesired direction <NUM> or <NUM>. Further, it may be appreciated that while the ammeter <NUM> is depicted coupled between the negative terminal <NUM> of the energy storage component <NUM> and the electrical system <NUM>, the ammeter <NUM> may also be located along the bus <NUM> coupled between the positive terminal <NUM> and the electrical system <NUM>.

It may be appreciated that while the power MOSFETs <NUM> and <NUM> are depicted as individual power MOSFETs in <FIG>, to reduce the effect of intrinsic resistances of the power MOSFETs <NUM> and <NUM> when the power MOSFETs <NUM> and <NUM> are active, multiple power MOSFETs <NUM> and <NUM> may be electrically coupled in parallel. Thus, the power MOSFETs <NUM> and <NUM> may each represent sets of power MOSFETs in parallel. That is, multiple power MOSFETs <NUM> may be coupled in parallel with each other and multiple power MOSFETs <NUM> may be coupled in parallel with each other. For example, in some embodiments, <NUM>, <NUM>, <NUM>, or more power MOSFETs <NUM> and <NUM> may be coupled in parallel with each other. Because each additional power MOSFET <NUM> or <NUM> added in parallel with the other power MOSFETs <NUM> or <NUM> reduces a total resistance across the power MOSFETs <NUM> or <NUM>, less power dissipation across the power MOSFETs <NUM> and <NUM> may be experienced as a number of power MOSFETs <NUM> and <NUM> provided in parallel increases. Moreover, the power MOSFETs <NUM> may all receive a single activation signal from the gate line <NUM>, and the power MOSFETs <NUM> may all receive a single activation signal from the gate line <NUM>. In this manner, the power MOSFETs <NUM> may be controlled substantially simultaneously with each other, and the power MOSFETs <NUM> may also be controlled substantially simultaneously with each other.

Furthermore, while the energy storage component <NUM> is depicted in <FIG> as a combination of two battery modules <NUM> and <NUM>, it may be appreciated that the energy storage component <NUM> may include a single battery module <NUM> or <NUM> (e.g., a single lead-acid battery or a single lithium ion battery). Additionally, while the power MOSFETs <NUM> and <NUM> are depicted in a position between the energy storage component <NUM> and the electrical system <NUM>, the power MOSFETs <NUM> and <NUM>, in some embodiments, may be positioned within the energy storage component <NUM>. For example, each of the battery modules <NUM> and <NUM> may have a pair of the power MOSFETs <NUM> and <NUM> that individually couple the battery modules <NUM> and <NUM> to the electrical system <NUM>. It may also be appreciated that the power MOSFETs <NUM> and <NUM> may also be any other type of semiconductor switching device. For example, the other semiconductor switching devices may include an insulated-gate bipolar transistor (IGBT) or a thyristor. Further, if another type of semiconductor switching device does not include the intrinsic diode <NUM> or <NUM>, then the intrinsic diode <NUM> or <NUM> may be replaced by a traditional diode when a semiconductor switching device without the intrinsic diode <NUM> or <NUM> is used, Additionally, in some embodiments, multiple traditional diodes may be provided in parallel with one another and their respective semiconductor switching device to reduce total power dissipation of the diodes.

<FIG> is a process flow diagram describing an embodiment of a method <NUM> for controlling a flow of current to and from the energy storage component <NUM>, which is not covered by the appended claims. Initially, at block <NUM>, the battery management system <NUM> receives instructions to couple a battery (e.g., the energy storage component <NUM>) to a load (e.g., the electrical system <NUM>). The instructions to couple the battery to the load may be the result of cranking the internal combustion engine <NUM> of the vehicle <NUM> or turning on an electrical component of the vehicle <NUM> that draws power from the energy storage component <NUM>.

At block <NUM>, the battery management system <NUM> may instruct the power MOSFET <NUM> to activate. By activating the power MOSFET <NUM>, current may flow in the direction <NUM> across the power MOSFET <NUM> and across the intrinsic diode <NUM> of the power MOSFET <NUM> toward the electrical system <NUM>. Additionally, the intrinsic diode <NUM> may prevent the backflow of current in the direction <NUM> from the electrical system <NUM>.

Subsequently, at block <NUM>, the battery management system <NUM> determines whether the current measured from the ammeter <NUM> is below a predetermined threshold current. The predetermined threshold current may be in the range of approximately <NUM>-<NUM> amperes. As the current across the intrinsic diode <NUM> increases, power dissipated across the intrinsic diode <NUM> increases, and a temperature of the intrinsic diode <NUM> may also increase. Accordingly, to limit power dissipation and excessive temperature at the intrinsic diode <NUM>, the predetermined threshold current may be established.

If the measured current is below the predetermined threshold current, at block <NUM>, the battery management system <NUM> may provide or continue to provide a deactivation signal the power MOSFET <NUM> to deactivate the power MOSFET <NUM> or to maintain the power MOSFET <NUM> in a deactivated state. Upon deactivating the power MOSFET <NUM>, the method <NUM> may return to block <NUM> and continue to provide an activation signal to the power MOSFET <NUM> to maintain the power MOSFET <NUM> in an activated state. The loop of blocks <NUM>, <NUM>, and <NUM> may repeat until the measured current exceeds the predetermined threshold current.

When the measured current exceeds the predetermined threshold current, at block <NUM>, the battery management system <NUM> may provide an activation signal to the power MOSFET <NUM> to activate the power MOSFET <NUM>. Because both the power MOSFET <NUM> and the power MOSFET <NUM> are in an activated state, the power dissipated across the power MOSFETs <NUM> and <NUM> is limited due to the current flow path not including a flow across either of the intrinsic diodes <NUM> or <NUM>. Accordingly, the system may operate in a state of heightened efficiency while both of the power MOSFETs <NUM> and <NUM> are activated.

At block <NUM>, the battery management system <NUM> makes a determination as to whether a decouple signal has been received by the battery management system <NUM>. The decouple signal may be a result of an indication that the vehicle <NUM> has been turned off, a result of the energy storage component <NUM> reaching a low capacity threshold, or any other situation in which decoupling the energy storage component <NUM> from the electrical system <NUM> is beneficial. If a decouple signal has not been received by the battery management system <NUM>, the method <NUM> may return to block <NUM> and continue to provide an activation signal to the power MOSFET <NUM> and the power MOSFET <NUM> to maintain the power MOSFET <NUM> and the power MOSFET <NUM> in activated states.

Alternatively, if a decouple signal is received by the battery management system <NUM>, at block <NUM>, the energy storage component <NUM> may be removed from the electrical system <NUM>. At this juncture, the battery management system <NUM> may maintain the power MOSFETs <NUM> and <NUM> in deactivated states until the battery management system <NUM> again receives instruction to couple the energy storage component <NUM> to the electrical system <NUM>, at block <NUM>. Upon receiving these instructions, the method <NUM> may be repeated.

It may be appreciated that in some situations, such as during regenerative braking, it may be beneficial for the current to flow across the power MOSFETs <NUM> and <NUM> in the direction <NUM>. In such a situation, at block <NUM>, the battery management system <NUM> provides an activation signal to the power MOSFET <NUM> instead of the power MOSFET <NUM>. By activating the power MOSFET <NUM>, current may flow in the direction <NUM> across the power MOSFET <NUM> and across the intrinsic diode <NUM> of the power MOSFET <NUM> toward the energy storage component <NUM>. Additionally, the intrinsic diode <NUM> may prevent the backflow of current in the direction <NUM> toward the electrical system <NUM>.

Subsequently, at block <NUM>, the battery management system <NUM> determines whether the current measured from the ammeter <NUM> is below a predetermined threshold current. The predetermined threshold current may be in the range of <NUM>-<NUM> amperes, As the current across the intrinsic diode <NUM> increases, power dissipated across the intrinsic diode <NUM> increases, and a temperature of the intrinsic diode <NUM> may also increase. Accordingly, to limit power dissipation and excessive temperature at the intrinsic diode <NUM>, the predetermined threshold current may be established.

When the measured current exceeds the predetermined threshold current, at block <NUM>, the battery management system <NUM> may provide an activation signal to the power MOSFET <NUM> to activate the power MOSFET <NUM>. Because both the power MOSFET <NUM> and the power MOSFET <NUM> are in an activated state, the power dissipated across the power MOSFETs <NUM> and <NUM> is limited because the current flow path does not include flow across either of the intrinsic diodes <NUM> or <NUM>. Accordingly, the system may operate in a state of heightened efficiency while both of the power MOSFETs <NUM> and <NUM> are activated.

At block <NUM>, the battery management system <NUM> makes a determination as to whether a decouple signal has been received by the battery management system <NUM>. The decouple signal may be a result of an indication that the vehicle <NUM> has been turned off, a result of the energy storage component <NUM> reaching a low capacity threshold, or a result of any other situation in which decoupling the energy storage component <NUM> from the electrical system <NUM> is beneficial. If a decouple signal has not been received by the battery management system <NUM>, the method <NUM> may return to block <NUM> and continue to provide an activation signal to the power MOSFET <NUM> and the power MOSFET <NUM> to maintain the power MOSFET <NUM> and the power MOSFET <NUM> in activated states.

Claim 1:
A battery system (<NUM>) for a vehicle (<NUM>), comprising:
- an energy storage component (<NUM>) configured to be selectively coupled to an electrical system (<NUM>);
- an ammeter (<NUM>) positioned between the energy storage component (<NUM>) and the electrical system (<NUM>);
- a first semiconductor switching device (<NUM>) and a second semiconductor switching device (<NUM>) coupled in series between the energy storage component (<NUM>) and the electrical system (<NUM>);
- a first diode (<NUM>) coupled in parallel with the first semiconductor switching device (<NUM>) and a second diode (<NUM>) coupled in parallel with the second semiconductor switching device (<NUM>);
- a battery management system (<NUM>) configured to control operation of the first semiconductor switching device (<NUM>) and the second semiconductor switching device (<NUM>), wherein the battery management system (<NUM>) is configured to:
- receive a current measured from the ammeter (<NUM>);
- determine a current threshold to limit power dissipation and excessive temperature at the first diode (<NUM>);
- provide a deactivation signal to the first semiconductor switching device (<NUM>) to switch the first semiconductor switching device (<NUM>) in a deactivated state and an activation signal to the second semiconductor switching device (<NUM>) to switch the second semiconductor switching device (<NUM>) in an activated state while the measured current is below the current threshold; and
- instruct the first semiconductor switching device (<NUM>) to switch from the deactivated state to the activated state, when the current measurement is greater than the current threshold to facilitate maintaining temperature of the first diode (<NUM>) below the excessive temperature.