Yes, I am working on 3+kwh modules for scooters. It is going to be a huge market in the next few years.
Safety is a great question. It's the reason I'm not inclined to sell to hobbists. There are so many ways to make a safe or unsafe system.
Cells have evolved a lot since Tesla first introduced their car and now many safety features can be built into the cells. 18650 cells are very safe due to their limited cobalt content and steel housing. PTC fuses and current interrupt devices are pretty much standard, although you can certainly order whatever you want when you order in quantity. The Tesla system is geared toward high performance and so it's safety system has to be very complex. At low C rates, PTC fuses in the header of the cell are fine. My system also facilitates external PTC fuses at every cell junction on top and bottom of each cell. I also have a built in thermal fuses at both ends. These are independent of current.
Many new 18650 cells will 100% pass a nail penetration test.
Another difference is that I favor thermal contour mapping of the cell array to identify cells getting hot way before a thermal runaway. My technology facilitates extensive thermal measurement of every cell and it's all built into the walls of the pack. This technology identifies problems much earliery than fuses and gives you the ability to replace the cell before failure.
I also have technology that isolates each cell to prevent cell to cell flame propagation with a 1100 degree fireproof barrier. One cell going up in smoke is bad and stinky, but not a dangerous event.
The tricky part was doing all this an to still keep it cost effective. I've spent a huge amount of time on this, but I think the battery is really the most under-developed part of an EV.