CN117460963A - Intelligent lead-acid battery system and working method thereof - Google Patents

Abstract

An intelligent lead-acid battery system capable of monitoring parameters (e.g., voltage, temperature) of one or more battery cells (140) of a lead-acid battery. In one implementation, a battery system includes a housing having a battery cell compartment (400), a Battery Monitoring System (BMS) compartment (405), and a wall disposed between the battery cell compartment and the BMS compartment. The first and second posts are associated with the battery cell. The first and second posts protrude through the wall between the battery cell compartment and the BMS compartment. A voltage sensor (270) is electrically coupled to the first and second posts to monitor the voltage of the battery cell. The temperature sensor may be coupled to the first column or the second column or both. The smart AGM battery system can predict the state of health, state of charge, module status, power capacity, life expectancy, etc. of the battery module.

Description

Intelligent lead-acid battery system and working method thereof

RELATED APPLICATIONS

This application claims the benefit of the following provisional applications, each of which is incorporated herein by reference in its entirety: U.S. patent application Ser. No. 63/175,486, filed on 4/15 of 2021; U.S. patent application Ser. No. 63/191,658 filed on month 21 of 2021; U.S. patent application Ser. No. 63/225,718, filed on 7.26, 2021; U.S. patent application Ser. No. 63/242,867, filed on 10/9/2021; U.S. patent application Ser. No. 63/256,420, filed on 10/15 of 2021; U.S. patent application Ser. No. 63/296,010, filed on 1/3 of 2022; U.S. patent application Ser. No. 63/303,854, filed on day 27 of 1 in 2022; and U.S. patent application No. 63/316,364 filed 3/2022.

Background

The present application relates to lead acid batteries. One example of a lead acid battery is an Absorbent Glass Mat (AGM) battery.

Conventional lead acid batteries typically do not include any intelligent or communication functions.

One example environment for a lead acid battery is a vehicle. Conventional vehicles having conventional Internal Combustion Engines (ICEs) may include, for example, conventional submerged lead acid batteries. Vehicles with conventional Internal Combustion Engines (ICEs) or start-stop systems or mild hybrid engines may include conventional AGM lead acid batteries. Some vehicles, such as some mild hybrid engine vehicles, may also include a battery that is not lead-acid. Other vehicle types and battery arrangements are known. However, as vehicles become more and more automated (or autonomous) and as they become more electrically powered, the intelligence, reliability, and performance of batteries need to be improved.

Known battery sensors coupled with conventional lead acid batteries may currently provide parameters related to the overall health of the battery. Example battery sensors include a voltage sensor for sensing a total battery voltage and a current sensor for sensing a battery current provided by a battery. However, single cell failure in lead acid batteries often leads to battery health problems and/or degradation that is not readily detectable.

For certain environments, detecting the health and/or degradation of individual battery cells of a lead-acid battery may allow a user to more quickly detect potential battery failures. This will allow the user more time to replace the lead acid battery before a failure occurs.

In some cases, some field batteries may fail due to undercharge. In addition, some field batteries may fail due to excessive overcharging, which may lead to battery corrosion and internal shorting.

In further cases, the health information of individual lead acid battery cells may be used in the recycling process to reduce waste and/or expedite the recycling process by disposing of failed battery cells in a different manner than healthy battery cells.

Thus, in some embodiments, there is a need for a method of monitoring the battery cells of a lead acid battery at an individual level. What is further desired in embodiments is an improved lead acid battery that is capable of monitoring parameters associated with the battery cells of the lead acid battery. There is also a need in some embodiments for a method of determining the status of a lead acid battery. Further improvements to existing lead acid batteries are needed.

Disclosure of Invention

Disclosed herein are intelligent or "smart" lead acid battery systems. The intelligent lead-acid battery system may support multiple autonomous levels. Intelligent lead acid battery systems may also provide solutions for the safety and security of lead acid batteries that are not currently known and/or in solutions where lead acid batteries have not been used.

One example of an intelligent lead acid battery is an intelligent or "smart" Absorbent Glass Mat (AGM) solution. Smart AGM battery systems include "smart" sensor technology for predicting battery state of health, state of charge, functional status, life expectancy, charge and discharge capabilities, and the like. For example, the smart AGM battery system may also encourage and promote active replacement.

The smart battery system may be aware of the status of the battery so that the charging/discharging of the system and/or the operation of the vehicle (e.g., functional status) may be adjusted. This enables Original Equipment Manufacturers (OEMs) to optimize vehicle performance (e.g., fuel consumption, emissions, performance) and improve consumer experience.

In some embodiments, cell voltage monitoring allows for better charge management to ensure that the battery is neither undercharged nor overcharged. Thus, battery life may be extended. For start and stop applications that require control of battery state of charge (SOC), for example, if paired with a vehicle, cell voltage monitoring will provide better fuel economy.

Example parameters sensed by the smart battery system may include one or more of the following: battery voltage, battery current, cell voltage, cell current, partial battery voltage, partial battery current, battery temperature, cell temperature, ambient or environmental temperature, compartment temperature, battery pressure, cell state of charge, battery state of charge, and the like.

The smart battery system of the present disclosure allows one or more of the following:

better monitoring of the functional status of the battery;

better monitoring of the health of the battery;

better monitoring of the state of charge of the battery;

active replacement by the battery system, by the device in which the battery system is located (e.g., a vehicle), or by both;

better adjustment of the battery operated state of charge;

-positive smart charging;

-improving reliability of battery diagnostics in battery state of charge;

-state of health and power capacity; and

-detecting thermal runaway of the battery.

In at least one example lead acid battery system described herein, the battery system includes a housing at least partially defining a plurality of compartments. The first compartment may be referred to as a "battery cell" compartment and the second compartment may be referred to as a "battery cell monitoring system (BMS)" compartment. The housing may include a wall disposed between the battery cell compartment and the BMS compartment. A plurality of battery cells are accommodated in the battery cell compartment. The plurality of battery cells have a plurality of posts. The first and second posts protrude through the wall from the battery cell compartment into the BMS compartment. A Battery Monitoring System (BMS) is housed by the BMS compartment. The BMS includes a voltage sensor electrically coupled to the first and second posts and can sense a voltage lower than the battery voltage. One example of a voltage lower than the battery voltage is the battery cell voltage. Another example of a voltage lower than the battery voltage is the voltage of a plurality of battery cells (e.g., 2 battery cells) instead of the total voltage of a plurality of battery cells (e.g., the total voltage of 6 battery cells if the battery system is composed of 6 battery cells).

In one or more embodiments, a plurality of smaller posts (e.g., belt posts) are located on the belt of the battery cell. The belt posts are operable to measure the voltage of the individual battery cells. The posts extend through the battery housing cover and into the BMS compartment. In at least one configuration, the tape posts are sealed using an O-ring and epoxy. It may also be a welded connection of the strap post with a lead bushing molded into the cap.

In one embodiment, a method of monitoring a lead acid battery system is disclosed that includes a lead acid battery having a plurality of battery cells. The method may include sensing a first parameter associated with a first one or more of the plurality of battery cells, sensing a second parameter associated with a second one or more of the plurality of battery cells, and determining a state of the lead acid battery based on the first parameter and the second parameter. The second one or more battery cells may be different from the first one or more battery cells. A lead acid battery system for performing the method, and a device or system (e.g., a vehicle) including the lead acid battery system are also disclosed.

In another embodiment, a method of monitoring a lead-acid battery system including a lead-acid battery having a plurality of battery cells is disclosed. The method includes sensing a first voltage of a first number of the plurality of battery cells, sensing a second voltage of a second number of the plurality of battery cells, and determining a state of the lead-acid battery based on the first voltage and the second voltage. The first number may be greater than one and less than the plurality of battery cells, and the second number may be greater than one and less than the plurality of battery cells. A lead acid battery system for performing the method, and a device or system (e.g., a vehicle) including the lead acid battery system are also disclosed.

In another embodiment, a method of monitoring a lead acid battery system comprising a lead acid battery having (n) battery cells is disclosed. The method includes sensing (n) cell voltages associated with (n) cells, each of the n cell voltages being associated with a respective cell, and determining a state of the lead acid battery based on the n cell voltages. A lead acid battery system for performing the method and a device or system (e.g., a vehicle) including the lead acid battery system are also disclosed.

In another embodiment, a lead acid battery system is disclosed. The system includes a battery cell compartment, a battery monitoring system compartment, a wall between the battery cell compartment and the battery monitoring system compartment, a post extending through the wall between the battery cell compartment and the battery monitoring system compartment, and a sensor coupled to the post. A device or system (e.g., a vehicle) including the lead acid battery system is also disclosed.

In another embodiment, a lead acid battery system is disclosed. The lead acid battery system includes a housing at least partially defining a battery cell compartment and at least partially defining a Battery Monitoring System (BMS) compartment and includes a wall disposed between the battery cell compartment and the BMS compartment. The lead acid battery system also includes a battery cell housed in the battery cell compartment. The battery cell has a first post and a second post associated with the battery cell. The first and second posts protrude through the wall between the battery cell compartment and the BMS compartment. The lead acid battery system also includes a Battery Monitoring System (BMS) housed by the BMS compartment. The BMS includes a voltage sensor electrically coupled to the first and second posts. A device or system (e.g., a vehicle) including the lead acid battery system is also disclosed.

In another embodiment, a method of monitoring a lead acid battery comprising a plurality of battery cells is disclosed. The method also includes sensing a first temperature of a first one or more of the plurality of battery cells, sensing a second temperature associated with the lead-acid battery, and determining a state of the lead-acid battery based on the first temperature and the second temperature. A lead acid battery system for performing the method, and a device or system (e.g., a vehicle) including the lead acid battery system are also disclosed.

In another embodiment, a lead acid battery system is disclosed. The lead acid battery system includes a housing having a first compartment and a second compartment different from the first compartment, lead acid battery cells disposed in the first compartment, a sensor disposed in the second compartment for sensing an excitation associated with at least one of the lead acid battery cells, and a processor and memory disposed in the second compartment and in communication with the sensor. The memory includes instructions executable by the processor to cause the battery system to monitor a parameter based on the excitation sensed by the sensor and determine a health state, a functional state, or both a health state and a functional state of the battery system based on the monitored parameter. A device or system (e.g., a vehicle) including the lead acid battery system is also disclosed.

In another embodiment, a method of responding to a potential failure of a lead acid battery system used in a device. The method includes monitoring a battery cell level parameter of a lead acid battery system, comparing a value of the battery cell level parameter to a threshold, determining a possible fault based on the comparison, and communicating the possible fault to a device. A lead acid battery system for performing the method, and a device or system (e.g., a vehicle) including the lead acid battery system are also disclosed.

In another embodiment, a method of monitoring for failure of a lead acid battery system used in an automated vehicle. The method includes determining an automation level of a vehicle in which the lead acid battery system is to be placed, determining a threshold value indicative of a fault based on the automation level, monitoring a parameter of the battery system, comparing a value of the parameter to the threshold value, and determining a potential fault based on the comparison. A lead acid battery system for performing the method and a device or system (e.g., a vehicle) including the lead acid battery system are also disclosed.

In one or more embodiments, a lead acid battery system may output information related to a state of the lead acid battery. The output may be via a display, a wired connection (e.g., a communication port), and/or a wireless connection (e.g., a radio frequency antenna or infrared transmitter). The display may comprise a plurality of lamps, for example a plurality of light emitting diodes.

These and other features, advantages, and embodiments of the apparatus and methods according to the present invention are described in, or are apparent from, the following detailed description of various examples of embodiments.

Drawings

Fig. 1 is a perspective view of a lead acid battery.

Fig. 2 is a perspective view of the lead acid battery of fig. 1 with the cover removed.

Fig. 3 is a partially exploded perspective view of the lead acid battery of fig. 1.

Fig. 4 is a cross-sectional view of the lead acid battery of fig. 1, wherein an electrolyte is injected into the battery.

Fig. 5 is a perspective view of a vehicle having a battery system that contributes all or part of the power to the vehicle.

Fig. 6 is a schematic cross-sectional view of the vehicle of fig. 5 in the form of a Hybrid Electric Vehicle (HEV).

Fig. 7 is a perspective view of a lead acid battery system.

Fig. 8 is a block diagram of the lead acid battery system of fig. 7 with a battery monitoring system.

Fig. 9 is a block diagram of the battery monitoring system of fig. 8.

Figure 10 is an isometric view of a lead acid battery system.

Fig. 11 is an isometric view of the battery system of fig. 10 with a Battery Monitoring System (BMS) cover removed.

Fig. 12 is a top view of the battery system of fig. 10, in which the BMS cover is removed.

Fig. 13 is an isometric view of the battery system of fig. 10 with the battery cell housing cover removed.

Fig. 14 is a partial cross-sectional view of the voltage sensing location along the dashed line in fig. 12.

Fig. 15 is a more detailed depiction of the process of inserting an O-ring as shown in fig. 13.

Fig. 16 is a more detailed depiction of the epoxy cured tape post shown in fig. 12.

Fig. 17 is a perspective view of a voltage harness that may be used to connect a strap post extending into the BMS housing with the battery monitoring unit of the battery system of fig. 10.

Fig. 18 is a perspective view of an exemplary terminal clip that may be used to connect terminals extending into the BMS housing with the battery monitoring unit of the battery system of fig. 10.

Fig. 19 is a block diagram of the lead-acid battery system of fig. 10 with a BMS.

Fig. 20 is a slide show showing some of the scenarios and the results of how the intelligent lead-acid battery system of fig. 7 or 10 handles these scenarios.

Fig. 21 is a slide show representing how the Society of Automotive Engineers (SAE) defines six driving automation levels from zero (fully manual) to five (fully autonomous).

Fig. 22 is a slide show providing some example features for the zero through five stages of fig. 21.

Fig. 23 is a table showing example vehicles from a vehicle having only an ICE to an electric vehicle only, and showing example energy requirements for each type of vehicle.

FIG. 24 is a slide show of key power providers supporting the xEV vehicle electrical grid and autonomous systems.

Fig. 25 is a slide show how to use a 12V advanced battery in xevs.

FIG. 26 is a slide show disclosing the battery strategy of an xEV automated vehicle.

Fig. 27 is a slide show that provides an example of the importance of battery functionality.

Fig. 28 is a schematic diagram illustrating a functional safety scenario of the intelligent lead-acid battery system of fig. 7 or 10 in connection with a high voltage traction battery circuit.

Fig. 29 is a flow chart illustrating a process for developing a lead acid battery system into a safety integrity battery.

Fig. 30 is a flowchart showing a procedure of the EV drive cycle.

FIGS. 31-33 are tables comparing the value claims between AGM and 12V lithium ions in an xEV.

Fig. 34 is a slide show showing a conventional method of monitoring a conventional lead-acid battery.

Fig. 35 is a slide show showing an alternative means for testing lead acid batteries, including those with intelligent lead acid battery systems.

Fig. 36 and 37 are slides showing many of the advantages of battery cell level monitoring (whether of a group of battery cells or a single battery cell).

Fig. 38 is a slide show showing a competition diagram of the intelligent lead acid battery system with other battery types.

It should be understood that the figures are not necessarily drawn to scale. In some instances, details that are not necessary for an understanding of the present invention or that render other details difficult to perceive may have been omitted. Of course, it should be understood that the present invention is not necessarily limited to the devices or processes illustrated herein.

Within the scope of the present application it is expressly intended that the preceding paragraphs as well as the claims and/or the various aspects, embodiments, examples and alternatives set out in the following description and drawings, and in particular the various features thereof, may be taken separately or in any combination. That is, all embodiments and all features of any embodiment may be combined in any manner and/or combination unless such features are incompatible. Applicant reserves the right to alter any originally submitted claim or to submit any new claim accordingly, including modifying any originally submitted claim to rely on and/or incorporate any feature of any other claim, although not initially claimed in this manner.

Detailed Description

Fig. 1-4 show an Absorbent Glass Mat (AGM) lead acid battery 100 having a housing 105. The lead acid battery 100 may be used with a vehicle. Other example applications that may include lead acid batteries include, but are not limited to, start-up, lighting, and ignition batteries; commercial batteries; an industrial battery; marine batteries, and the like. The lead acid battery 100 of fig. 1-4 is used to illustrate some of the underlying elements of the lead acid battery and to provide a background for the devices (or systems) and processes (or methods) described herein. However, it will be appreciated by those skilled in the art that other types of AGM lead acid batteries (e.g., cylindrical cell type AGM lead acid batteries, bipolar AGM batteries, AGM batteries having different cell numbers) and other types of lead acid batteries (e.g., non-AGM lead acid batteries, submerged and extended lead acid batteries, gel type batteries) may be used with aspects of the invention. However, for ease of illustration, the disclosure herein will generally focus on the style of the AGM lead acid battery 100 shown in FIGS. 1-4. This includes variations of the AGM lead acid battery systems 100B and 100C shown in fig. 7 and 10.

Referring to fig. 1, the housing 105 includes a base 110 and a cover 115. The cover 115 is fixed to the base 110. An exemplary means of securement is by heat sealing the cover 115 to the base 110 at various points. Battery 100 also includes terminals (or bushings) 120 and 125, and a vent 130 for venting gases from the vent system. The terminals protrude through the housing 105 or protrude above the housing 105 (e.g., the cover 115 as shown). Terminals 120 and 125 are provided on cover 115 for connecting or coupling battery 100 to an electrical load. Exemplary electrical loads may include loads of vehicle electrical systems (discussed below).

Fig. 2 shows the cap 115 removed. The battery housing 105 supports a plurality of battery cell compartments (one compartment 135 is labeled). The cell compartment may be formed by a housing 105 and a plurality of cell walls or partitions (one partition 140 is labeled) defining a plurality of cell compartments. The partition may be formed integrally with the housing 105. Although the configurations discussed herein have six battery cell compartments, a different number of compartments may be provided. Furthermore, while the compartments are shown as being generally rectangular in shape, other shapes may be used for the compartments. The cell compartments (and associated cells) may be generally indicated by numerals. For example, a six cell battery will have cells 1, 2, 3, 4, 5, and 6. According to one exemplary configuration, wherein the battery is provided with six battery cells, five separators are provided.

Fig. 3 shows one of the plurality of battery cells in a partially exploded view. The battery cell 140 includes a plurality of positive electrode frames or plates, a plurality of separators partially surrounding the positive electrode plates, and a plurality of negative electrode frames or plates. Fig. 3 illustrates a positive electrode frame or plate 150, a separator 155, and a negative electrode frame or plate 160.

In some types of lead acid batteries, the positive and negative plates each include a grid of lead or lead alloy that serves as a substrate and supports electrochemically active material deposited or otherwise provided thereon during the manufacturing process to form the battery plate. The grid provides electrical contact between the positive and negative electrode active materials or pastes for conducting electrical current.

The separator is disposed between the plates to prevent short circuits and/or undesired electron flow generated during the reaction in the battery 100. The positive and negative electrode plates may be classified into various types according to manufacturing methods. In one or more examples, each frame has a generally rectangular shape and includes tabs electrically coupled to battery terminals 120 and 125. The frame may also include side walls, a bottom edge, and opposing faces.

One or more battery separators are used to insulatively separate the positive and negative electrodes. The separator material of an AGM lead acid battery has sufficient porosity and retention to contain at least substantially all of the electrolyte required to support the electrochemical reaction. In various examples, the separator material is compressible such that when the elements are stacked, the separator material substantially conforms to the contours of the plate surface to assist it in performing wicking or capillary action. Fig. 4 shows electrolyte 165 being poured into the battery cell through the pouring aperture. The pour hole 170 is marked in fig. 4.

Fig. 5 is a perspective view of a vehicle 175 having a battery system (represented by block 180). Vehicles (e.g., petroleum or gasoline vehicles, electric vehicles, hybrid vehicles) use one or more batteries or battery systems. As understood by those skilled in the art, a Hybrid Electric Vehicle (HEV) combines an Internal Combustion Engine (ICE) propulsion system and a battery-powered electric propulsion system, such as a 48 volt (V) or 130V system. A plug-in HEV (PHEV) is an HEV that can be plugged in to charge a battery. Electric Vehicles (EVs) refer to vehicles without an ICE. Each of these hybrid or all-electric vehicles may be classified using the acronym xEV.

A more detailed block diagram of the battery system 180 is depicted in fig. 6. As shown, battery system 180 includes an energy storage component 185. The energy storage components are coupled to the ignition system 190, the alternator 195, the vehicle dashboard 200, and the motor/generator 205. Generally, the energy storage component 185 may capture/store electrical energy generated in the vehicle 175 and output the electrical energy to power electrical devices in the vehicle 175.

The battery system 180 may supply power to components of the electrical system of the vehicle. Example electrical loads for the electrical system may include, but are not limited to, radiator cooling fans, climate control systems, electric power steering systems, mobile suspension systems, automatic parking systems, electric oil pumps, electric booster/turbochargers, electric water pumps, heated windshields/defrosters, window lift motors, reading lights, tire pressure monitoring systems, sunroof motor controls, electric seats, warning systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, exterior lights, or any combination thereof. In the illustrated configuration, the energy storage component 185 provides power to the vehicle console 200, the ignition system 190, and the motor/generator 205. The ignition system may be used to start (e.g., crank) the internal combustion engine 210.

Further, when operating in a power generation state, energy storage component 185 may capture electrical energy generated by alternator 195 and/or generator 205. In some embodiments, the alternator 195 generates electrical energy when the internal combustion engine 210 is running. Additionally or alternatively, the generator 205 may generate electrical energy by converting mechanical energy generated by movement of the vehicle 175 (e.g., rotation of wheels) into electrical energy. Accordingly, the energy storage component 185 can capture the electrical energy generated by the motor/generator 205 during regenerative braking.

To facilitate capturing and supplying electrical energy, the energy storage component 185 may be electrically connected to the electrical system of the vehicle via the bus 215. For example, bus 215 enables energy storage component 185 to receive electrical energy generated by alternator 195 and/or generator 205. Further, bus 215 may enable energy storage component 185 to output electrical energy to ignition system 216, vehicle dashboard 220, and/or electric motor 205.

Further, as illustrated, the energy storage component 185 includes a plurality of batteries and/or a battery system. For example, in the depicted embodiment, the energy storage component 185 includes a lithium ion (e.g., first) battery system 220 and a lead acid (e.g., second) battery system 225. In other constructions, the energy storage component 185 includes any number of battery systems. Further, although the lithium ion battery system 220 and the lead acid battery system 225 are depicted adjacent to one another, they may be positioned in different areas around the vehicle 175. For example, the lithium ion battery system 220 may be positioned around or below the interior of the vehicle 175, while the lead acid battery system 225 may be positioned below the hood of the vehicle 175.

To facilitate control of the capture and storage of electrical energy, the battery system 180 also includes a control module 230. More specifically, the control module 230 may control the operation of components in the battery system 180. Example components controlled by the control module 230 include relays and/or switches within the energy storage component 185, the alternator 195, and/or the motor/generator 205. The control module 230 may adjust the amount of electrical energy captured/supplied by each battery system 220 or 225 (e.g., derate the battery system 180 and re-rate the battery system 180), perform load balancing between the battery systems 220 and 225, determine the state of charge of each battery 220 or 225, control the voltage output by the alternator 195 and/or the motor 205, and so forth. The control module 230 may be part of a vehicle control module. As shown in fig. 6, the control module 230 includes one or more processors 235 and one or more memories 236. An example processor and memory will be discussed below in connection with lead acid battery system 100A.

The motor/generator 205, the alternator 195, the ignition system 190 and the ICE210 are all shown in phantom in fig. 6, as the components present in the vehicle 175 depend on the type of vehicle 175. For example, an electric only vehicle will not include the alternator 195, the ignition system 190, and the ICE210. A pure ICE vehicle would not include the electric motor/generator 205. The hybrid electric vehicle may include all of an electric motor/generator 205, an alternator 195, an ignition system 190, and an ICE210. Other variations are also possible.

The battery systems 220 and 225 described herein may be used to provide power for various types of vehicles (e.g., xevs). The battery systems 220 and 225 described herein may also be used to provide power to other energy storage/consuming applications. Those skilled in the battery technology field will be able to extend the present invention and aspects thereof to other energy storage/consuming applications, including other stationary and non-stationary environments. The invention and aspects of the invention may be used to address different functions for different applications. The invention and aspects of the invention are applicable to vehicular applications including, for example, but not limited to, automobiles, buses, light and heavy trucks, marine vehicles, and recreational vehicles, which have the capability of moving people or cargo, which are primarily concerned with engine starting and load support. Furthermore, the invention and aspects of the invention may be applied to power applications including, for example, but not limited to, forklift trucks, golf carts, and industrial functions involving the movement of personnel or materials with batteries as the primary power source. Furthermore, the invention and aspects of the invention may be applied to reserve applications including, for example, but not limited to, stable uninterruptible power supply systems, telecommunications, power grids, and renewable functions involving battery support applications in power outages and balancing power supply and demand. For ease of explanation, the energy storage/consuming application of interest herein is vehicle 175.

Fig. 7 illustrates a "smart" lead acid battery system 100A that is substantially similar to lead acid battery 100. The lead acid battery system 100A has a housing 105A. Housing 105A includes a base 110 and a cover 115A. The cover 115A is fixed to the base 110. Unlike the cover 115, the cover 115A includes three light indicators 245 (e.g., light Emitting Diodes (LEDs)) integrated with the cover 115A or on the cover 115A and a communication port (or connector) 250 in the cover 115A or through the cover 115A.

Fig. 8 and 9 schematically illustrate a battery system 100A having a lead acid battery, such as the AGM battery of fig. 1-4 having a Battery Monitoring System (BMS). Fig. 8 is a block diagram of a battery 100A with an integrated BMS 255. An integrated BMS255 is provided within the battery housing 105A. The battery cells (or batteries) having the BMS255 produce the battery system 100A. It is contemplated that in some configurations, the BMS255 may be located at least partially outside of the battery housing 115A (e.g., within a separate housing attached to the battery housing 115A). It is also contemplated that aspects of the BMS255 may be combined with another element of a larger system to which the battery 100 belongs.

The battery system 100A includes an array of battery cells (schematically represented as 140) connected in series. The battery monitoring unit 260 includes a communication module 265, and the communication module 265 is configured to receive signals from and/or transmit signals to external devices. The communication may be via a wired connection, as shown. In other constructions, the battery monitoring unit 260 may include a communication module 265 having a transmitter and antenna capable of communicating via radio frequency signals, such as via a point-to-point connection (e.g., a bluetooth connection), a wireless local area network connection (e.g., a Wi-Fi or ZigBee connection), a cellular telephone data connection (e.g., code division multiple access), or other suitable connection.

In the illustration of fig. 8, the measurement device 270 includes one or more sensors configured to monitor an operating parameter of an associated battery cell and to output a signal indicative of the operating parameter to the battery monitoring unit 18. Communication from the measurement device 270 to the battery monitoring unit may be performed via a wired connection as shown. It is also conceivable that the communication from the measuring device may be via wireless communication. It is also contemplated that the transmitter is communicatively coupled to the measurement device 270 and configured to output a signal indicative of the operating parameter via modulation of the power signal output by the associated battery cell 140. Other arrangements of the measuring device 270 will be discussed below.

As shown in fig. 8, each measuring device 270 includes a first lead 275 connected to a positive electrode tab 280 of a corresponding battery cell 140 and a second lead 285 connected to a negative electrode tab 290 of the battery cell 140. Only one battery cell is labeled for reference numerals 275-290. Each measurement device 270 may include a sensor (e.g., a voltage sensor) that may be coupled to the first lead 275 and the second lead 280 and configured to measure a parameter of power (e.g., voltage). Although the illustrated configuration includes one self-contained measurement device 270 for each cell 140, some configurations may include more or fewer measurement devices 270. For example, it is contemplated that battery measurement device 270 may be configured to monitor parameters of plurality of battery cells 140.

Fig. 9 provides another schematic illustration of an example of a measurement device 270. As shown, the measurement device 270 includes a voltage sensor 295 electrically coupled to the first lead 275 and the second lead 285. Because first lead 275 is electrically connected to positive tab 280 and second lead 285 is electrically connected to negative tab 290, voltage sensor 295 senses the voltage across battery cell 140. The voltage sensor 295 may be coupled to the processor 300 and the memory 305. The processor 300 receives a signal from the voltage sensor 295 indicative of the cell voltage and determines the cell voltage based on the signal. For example, in some embodiments, the voltage sensor 295 may output an analog signal proportional to the sensed voltage. In such implementations, the processor 300 may be configured to convert the analog signal to a digital signal and determine the voltage based on the digital signal. The memory 305 may be configured to store battery cell identification information, operating parameter history information, battery cell type information, and/or usage information. For example, a unique identification number may be associated with each battery cell 140 and stored within the memory 305. Alternatively, the voltage sensor 295 may provide an analog signal to a processor and memory of the battery monitoring unit 260 as described below.

The measurement device 270 may include other sensors, such as a temperature sensor 310. The temperature sensor 310 outputs a signal indicating the temperature of the battery cell. For example, in some embodiments, the temperature sensor 310 may output an analog signal proportional to the measured temperature. It should also be appreciated that alternative configurations may include additional sensors configured to monitor other operating parameters of the battery cell 140. For example, measurement device 270 may include a sensor configured to measure a state of charge within battery cell 140, a current sensor 315 configured to determine a current provided by battery cell 140, a pressure sensor configured to detect excessive pressure in battery cell 140, an acid density measurement to measure an acid density in battery cell 140, and/or other sensors configured to monitor an electrical, physical, or chemical parameter of battery cell 140.

As shown, the measurement device 270 includes a processor 300, a memory 305, and a transceiver 320. Transceiver 320 may be configured to receive external sources of wired and/or wireless signals. It is contemplated that processor 300 and memory 305 may each be a single electronic device or be formed of multiple devices.

Processor 300 may include a component or a set of components configured to implement, and/or perform any of the processes or functions described herein for measurement device 270, or a form of instructions to perform or cause to be performed such a process. Examples of suitable processors include microprocessors, microcontrollers and other circuitry that can execute software. Further examples of suitable processors include, but are not limited to, core processors, central Processing Units (CPUs), graphics Processing Units (GPUs), array processors, vector processors, digital Signal Processors (DSPs), field Programmable Gate Arrays (FPGAs), programmable Logic Arrays (PLAs), application Specific Integrated Circuits (ASICs), math coprocessors, and programmable logic circuitry. Processor 300 may include hardware circuitry (e.g., an integrated circuit) configured to execute instructions. In arrangements where there are multiple processors, such processors may operate independently of each other, or one or more processors may operate in conjunction with each other.

Memory 305 includes memory for storing one or more types of instructions and/or data. Memory 305 may include volatile and/or nonvolatile memory. Examples of suitable memory include RAM (random access memory), flash memory, ROM (read only memory), PROM (programmable read only memory), EPROM (erasable programmable read only memory), EEPROM (electrically erasable programmable read only memory), registers, a disk, a drive, or any other suitable storage medium, or any combination thereof. Memory 305 may be a component of processor 300, may be operatively connected to processor 300 for use therewith, or a combination of the two.

In one or more arrangements, the memory 305 can include various instructions stored thereon. For example, the memory 305 may store one or more software modules. The software modules may be or include computer readable instructions that, when executed by the processor 300, cause the processor 300 to perform the various functions disclosed with respect to the measurement device 270. Although a number of functions may be described herein for the sake of brevity, it is noted that the functions for measuring device 270 are performed by processor 300 using instructions stored on or included in the various modules. Some modules may be stored remotely and accessed by the processor 300 using, for example, various communication devices and protocols.

Battery monitoring unit 260 may also include a processor 300A and a memory 305A, which are similar to processor 300 and memory 305. The memory 305A of the battery monitoring unit 260 may also be configured to store battery identification information, battery operating parameter history information, battery type information, and/or battery usage information. The memory 305A may be further configured to store, for each battery cell 140, battery cell identification information, battery cell operating parameter history information, battery cell type information, and/or battery cell usage information. For example, a unique identification number may be associated with each battery cell 140 and stored in memory 305A. In this configuration, the battery monitoring unit may identify a particular battery cell 140 based on a unique identification number, thereby providing more context for measuring parameters between measurement devices 270. Memory 305A may also be configured to store historical values of measured operating parameters of battery system 100A and battery unit 170. For example, memory 305A may store maximum and/or minimum voltages measured by voltage sensor 295. Such information may be used to diagnose faults within the battery cell 14, as will be discussed in some further configurations below. Further, memory 305A may be configured to store usage information such as average load, maximum load, duration of operation, or other parameters that may be used to monitor the operational status of battery system 100A and/or battery cells 140. Similar information for the combination of battery cells 140 (e.g., battery cells 1-3 and battery cells 4-6) may be stored in battery monitoring unit 260.

Before turning to other components, those skilled in the art will appreciate that the battery monitoring unit may include additional conventional elements commonly found in batteries or monitoring units. Further discussion of these components is not provided herein as these components are conventional and their operation is conventional.

Referring again to fig. 7 and 8, the battery system includes a display. The display shown includes three light indicators 245. More specifically, three light indicators 245 are shown as three Light Emitting Diodes (LEDs). Three LEDs may provide information to a user (e.g., the owner of the battery) to replace or combine wired and wireless communications from the battery. Other displays may be used instead of the light indicator 245.

The battery system also includes a communication (or connector) port 250 for connecting a communication cable to the battery housing 105A. If the battery system 100A is used in a vehicle, the communication cable may facilitate communication between the battery system 100A and an external device such as a vehicle control module.

During one operation of the battery system 100A, each measurement device 270 monitors the cell voltage of each respective cell 140 associated with that measurement device 270. If the measurement devices 270 include other sensors as described above, each measurement device 270 may monitor other parameters associated with the respective battery cell 140. The analog value or the processed value may be provided to the battery monitoring unit 260. The battery monitoring unit 260 may individually monitor other parameters of the lead-acid battery system 100A, such as various combinations of total battery voltage/cell voltage, total battery current, total battery charge, etc. Based on the acquired parameters and related values, the battery monitoring unit 260 may determine the state of health of the lead acid battery system 100A, particularly the battery and battery cells. Based further on the obtained parameters and related values, the battery monitoring unit 260 may determine the functional status of the lead-acid battery system (e.g., the readiness state in terms of available energy by observing the state of charge related to available capacity), in particular the functional status of the battery and battery cells. This is more information than previously known lead acid batteries are available. For example, the total battery voltage of an existing lead-acid battery may be monitored by a vehicle control unit and may be within a safe range. However, by monitoring the battery cell voltage, the battery monitoring unit 260 may identify potentially failing battery cells, thereby identifying possible problems with the lead-acid battery system 100A earlier than the vehicle control unit can identify possible problems with the total battery voltage. The lead acid battery system 100A herein may also use additional voltage information associated with each battery cell 140 to provide better predictive capability. Broadly, this applies to other possible cell parameters sensed by the measurement device 270 and the battery monitoring unit 260 (as described above). Further and more detailed examples of operations are provided below in connection with fig. 20-38.

The lead acid battery system 100A may also store information for further analysis over time, or the stored information may be analyzed and mined later as part of the battery recycling process. For example, detailed usage information associated with the lead acid battery system 100A and with each battery cell 140 may be saved, recalled, and compared to the final battery cell state at the time of recovery. Likewise, further and more detailed examples of operations are provided below in connection with FIGS. 20-38.

Communication from the lead acid battery system 100A may be made in different ways. Battery system 100A may include a display. One display in fig. 7 is illustrated as three separate LEDs. The introduction of LEDs can provide eight different states by using three bits of (bit) information. The introduction of flicker and multiple colors may increase the number of states that may be communicated. This allows the user/owner or mechanic to only look at the lead acid battery system 100A to receive information and status.

Information regarding the lead acid battery system 100A and the lead acid battery status may also be communicated via a wired connection and/or wireless communication. For example, the information may be communicated to a vehicle control module, which may provide the information to the driver via the indication panel 220. Alternatively, the analysis tool may be coupled (wireless or directly connected) to the lead acid battery system 100A to communicate with the battery monitoring unit 260, and more specifically obtain information from the memory 305A.

Fig. 10-15 illustrate a second lead acid battery system 100B having a housing 105B. As with battery system 100A, battery system 100B may be used for other applications, either vehicular or non-vehicular.

Referring to fig. 10, the housing 105B includes a cell base 110B and a cell cover 115B. The cell cover 115B is fixed to the cell base 110B. Housing 105B also includes a Battery Management System (BMS) base 111B and a BMS cover 116B. The BMS cover 116B is secured to the BMS base 111B, for example, by heat sealing the cover to the battery at various points. Alternatively, the BMS cover 116B is connected to the BMS base 111B using a plurality of fasteners 118 (e.g., screws, bolts). For the illustrated embodiment, the BMS base 111B is integrally formed with the battery cell cover 115B. The battery also includes terminals (or bushings) 120B and 125B that protrude through or on the housing (e.g., cell covers as shown). Terminals 120B and 125 are provided on the cover for connecting or coupling the battery to an electrical load (e.g., a vehicle electrical system). The communication connector 126B (e.g., a vehicle communication connector) protrudes through the BMS base 111B or protrudes on the BMS base 111B. In the example shown, the communication connector protrudes through a sidewall of the BMS base 111B. Alternatively, it may pass through the top or lid of housing 105.

Fig. 11 and 12 illustrate an example BMS cover 116B removed. Fig. 14 shows the battery cover 115B removed. The battery base 110B supports a plurality of battery cell compartments (one compartment 135B is labeled). The battery cell compartment 135B may be formed by a battery cell base 110B and a plurality of battery cell walls or partitions (one wall 140B is labeled) defining a plurality of battery cell compartments 135. The partition 140B may be formed integrally with the housing 105B. Although the configuration discussed herein has six battery cell compartments 135B, a different number of compartments may be provided. Furthermore, although the illustrated compartment 135B is generally rectangular in shape, other shapes may be used for the compartment. The battery cell compartment 135B (and associated battery cells) may generally be represented by numbers (e.g., 1, 2, 3, 4, 5, 6, etc.).

The battery cell 140B includes a plurality of positive electrode frames or plates, a plurality of separators partially surrounding the positive electrode plates, and a plurality of negative electrode frames or plates. The design and implementation of battery cell 140B may be similar to the design and implementation discussed above with respect to battery 100, which is incorporated herein.

Also similar to what is described for battery system 100A, battery system 100B is a "smart" battery system. The arrangement of "intelligence" of the battery system 100B may be similar in concept to the arrangement shown in fig. 8 and 9, but modified as described below. More specifically, the measurement device 270 shown in fig. 8 is placed in the base 110, and specifically in the battery cell compartment 135. On the other hand, the battery system 100B includes a two-compartment system: battery cell compartment 400B and BMS compartment 405. One or more measurement devices 270B may be placed in the BMS compartment 405. An alternative configuration of this arrangement will be described below.

The battery housing 105B, including the battery cell base 110B, the battery cell cover 115B, BMS base 111B, and the BMS cover 116B, may be made of any polymer (e.g., polyethylene, polypropylene-containing materials, etc.), butyl acrylate stearate (ABS), polycarbonate, or a composite material (e.g., glass-reinforced polymer). For example, the housing 105B may be made of a polypropylene-containing material (e.g., pure polypropylene, copolymers including polypropylene, polypropylene with additives, etc.). Such polymeric materials are relatively resistant to degradation caused by acids (e.g., sulfuric acid) provided within the battery cells of the container. Furthermore, as will be discussed in more detail, the walls between the battery compartment 400 and the BMS compartment 405 that are part of the housing 105B are also resistant to degradation caused by the acid provided within the battery cell compartment 400.

The battery cell compartment 400 includes a battery strap 410 that connects one battery cell to the next, thereby generating a battery voltage. An example battery belt includes battery belt 410 as shown and described in U.S. publication No. 2019/0393473, which is incorporated herein by reference, as modified herein.

According to various configurations, the battery ribbon 410 connects a plurality of battery cells 140B, for example six battery cells, in series. According to many examples of embodiments, the battery belt 410 may be a direct path casting belt. The battery cell 140B may include flat plates stacked together similar to the plates 150 and 160 above. Each plate may have a respective tab that extends beyond the top of the grid. The strap 410 may be understood as connecting together the tabs of the grid in the battery cell 140B.

The battery strap 410 may include a connecting strap 412 and further include an end strap 413. Five connection straps 412 are shown in fig. 13 connecting six battery elements in series. In the illustrated example, the positive terminal 120B and the negative terminal 125B integrated into the end tape 413 are shown on one side of the battery system 100B. It can be seen that the connection strap 412 connects the tab 411 of a first polarity of the battery plate of a battery cell to the tab 411 of the opposite polarity of the battery plate of a second battery cell. The terminal post 120B is connected to an end tape 413, the end tape 413 having a polarity (e.g., positive terminal), the end tape 413 being connected to a tab of a plate of the same polarity (e.g., positive) of the battery cell 140B. Similarly, another terminal post 125B (e.g., a negative terminal) is connected to an end strap 413, which end strap 413 connects to a tab 411 of a plate (e.g., a negative plate) of the battery cell 140B. For the illustrated configuration, this provides that all six battery cells are connected in series to produce a battery voltage for battery system 100B. Other series and parallel cell arrangements are possible for battery system 100B to provide different and/or multiple voltages, as is known in the art.

The shape of the five connecting bands 410 may be approximately the same. Similarly, the end tape 411 having terminals may be approximately the same shape. In various embodiments, the connecting band 410 may be substantially rectangular in shape when viewed from above. In various embodiments, the connecting band 410 may be substantially rectangular prismatic in shape, although other shapes are possible.

In various embodiments, terminal posts and end straps 411 can be seen, with the terminal posts protruding through the battery cover 105. The terminal post, side terminals and connecting members may be made of one or more conductive materials (e.g., lead or lead-containing materials). Likewise, the strap members and end straps may be made of one or more conductive materials (e.g., lead or lead-containing materials).

In various embodiments, the strap member may comprise a lead alloy. In various embodiments, the alloy may be substantially pure lead, and may include lead, tin, antimony, calcium, and combinations thereof in various embodiments. As a non-limiting example, the alloy may be a lead-tin alloy having a tin composition in the range of 1-4%, 1-2.25%, 1-1.5%, etc. In examples of many embodiments, the lead may be raw lead or high purity lead or highly purified secondary lead.

Each battery strap 410 includes a strap post (e.g., pin, small post, protrusion) 420, the strap post 420 being coupled to the battery strap (e.g., integrally formed (including directly cast onto the strap), welded onto the strap, etc.). Alternatively, a post or pin or sleeve may be coupled to the cover and positioned in direct or indirect contact with the strap 410. As used herein, the term post includes posts, pins, bushings, and similar structures known to those of ordinary skill in the art. The posts 420 protrude through the cell cover/BMS base 115B/111B into the BMS compartment 405 (see fig. 14). For example, each strap column may communicate with measurement device 270 to measure the voltage of each cell and/or subset of cells. The battery cell lid/BMS base 115B/111B in BMS compartment 405 may be an integral wall 430. At the location of the strap post 420, the integral wall 430 may include upper and lower O-rings 425 (see fig. 14) and an upper resin-sealed triple seal.

Although the strap post 420 is substantially cylindrical, the strap post 420 may have a stepped profile, as shown in fig. 14. The stepped profile may include one or more stepped segments; three segments 421A, 421B, and 421C are shown in fig. 14. In the illustrated example, a tapered section 422 exists between the first section 421A and the second section 421B. As shown in fig. 14, an O-ring tool 427 may be used to press one or more O-rings into place. Fig. 14 shows two O-rings 425A and 425B.

Fig. 15 depicts how O-ring tool 427 is used to secure O-ring 425B in place around the strap post. After the O-ring 425B is in place, the area around the top of the ribbon post 420 may be filled with epoxy 432 (e.g., a quick cure epoxy) to form an additional seal between the interior of the battery housing and the BMS compartment to prevent leakage from the battery housing into the BMS compartment. Fig. 16 is a more detailed view of the epoxy 432 surrounding the tape post 420. Before proceeding, it is contemplated that alternative manufacturing techniques may be used to seal the BMS compartment 405 from the battery cell compartment 400. For example, one technique may include, but is not limited to, sealing the tape posts as lead post sleeves molded into the cap 115B.

Including a two compartment system, with posts 420, O-rings 425A and 425B, and an epoxy seal 430, prevents acid from escaping from the cell compartment 400 and exposes the electrons or electrical components to the acid/electrolyte. Thus, the electrical or electronic components of the intelligent lead acid battery system 100B need not be protected from acid exposure as in the lead acid battery 100 or the lead acid battery system 100A.

Referring now to fig. 17, the example strap posts 420 each communicate with the battery monitoring unit 260B (or a circuit board of the battery monitoring unit 260B) using flexible connectors 445, which flexible connectors 445 may be referred to as spider connectors. Further, the BMS includes additional connectors or bus bars (bus bars 450 are labeled in fig. 17) between each battery terminal 435, 440 and the battery monitoring unit 260B. These connectors are coupled to terminals 435, 440 using terminal clamps (clamp 460 is labeled in fig. 17), which are secured to terminals 435 as shown in fig. 17 and 18 and coupled to bus bar 450 using one or more fasteners 465 (e.g., bolts). Terminals 435, 440 may be surrounded by a plurality of O-rings and/or epoxy to create a seal similar to the seal around a tape post. Such a connection may allow the BMS to measure the total voltage and/or current of the battery. The terminals extending into the BMS compartment may be made of lead to facilitate the transfer of energy. The secondary bus bar 455 is shown in fig. 12.

The second connectors 470, 475 (fig. 12) are positioned between the BMS and the terminals 120B, 125B extending to the outside of the battery case. Terminals 120B, 125B are terminals to which the vehicle can be connected. In some examples, the BMS may also use these terminals to obtain voltage and/or current measurements. Terminals exposed to the exterior of the battery communicate with terminals 435, 440 (fig. 13) extending into the BMS compartment using one or more of the bus bars and/or the second connectors. The terminals exposed to the outside of the battery may not contain lead.

BMS compartment 405 (fig. 11 and 12) includes a Battery Monitoring System (BMS) 255B. The BMS255B includes a communication module 265, which communication module 265 is configured to receive and/or transmit signals from external devices such as a vehicle via the communication port/connector 250B. For example, the communication connector 250B may be connected to the BMS255B using a flexible harness or a plurality of flexible wires. For BMS255B, BMS255B includes a voltage sensor for measuring a battery cell voltage, a voltage sensor for measuring a battery voltage, a current sensor for measuring a battery current, one or more temperature sensors for measuring various temperatures (e.g., compartment temperature 310A, battery cell temperature 310B, ambient temperature 310C), a BMS microprocessor, and a BMS memory. The discussion of the function of the BMS components may be similar to that discussed above or below.

Fig. 19 is a block diagram of one implementation of the intelligent lead acid battery system 100B of fig. 9-17. The lead acid battery system 100B of fig. 18 has an integrated Battery Monitoring System (BMS) 255B disposed within the BMS compartment 405, thereby creating a battery system. In one or more alternative implementations, battery monitoring system 255B may be located partially or completely remote from battery system 100B. For example, the BMS may be located in a separate housing at a remote location.

As shown in fig. 19, the battery system 100B includes an array of battery cells (schematically indicated as 140) connected to a BMS cell 255B. The BMS unit 255B includes a communication module 265 configured to receive and/or transmit signals from an external device (e.g., a vehicle). For example, certain configurations of battery monitoring system 255B may include a communication module 265 that includes a transmitter capable of communicating via radio frequency signals, such as via a bluetooth connection, a wireless local area network connection, a cellular telephone data connection (e.g., code division multiple access), or other suitable connection. The communication module 265 may alternatively or additionally use a wired communication scheme. Example wired communication standards include Controller Area Network (CAN), local Interconnect Network (LIN), on-board diagnostics (e.g., OBD-II), recommended standards (e.g., RS-485), and the like.

In the illustration, BMS255 includes a battery measurement device/circuit 270B. Battery measurement device/circuit 270B includes one or more sensors configured to monitor battery cell 140B and to output a signal indicative of a parameter (e.g., battery cell voltage) to battery monitoring unit 260B. As shown, the leads are coupled to various terminals (or lugs). From the attached leads, measurement device 270B may obtain individual cell voltages, group cell voltages, and/or battery voltages of battery system 100B. For the example shown, the measurement device 270B is located in the BMS compartment 405 instead of the battery cell compartment 400.

For battery system 100B, measurement device 270B may include a voltage sensor (e.g., a voltmeter) electrically coupled to various leads provided to measurement device 270B. The voltage sensor may be communicatively coupled to the processor 300B and the memory 305B, such as a processor and memory similar to the processor 300 and memory 305 described above. It should be appreciated that battery system 100B includes additional sensors configured to monitor other operating parameters of battery cell 140B and/or battery system 100B, similar to the additional sensors described previously with respect to measurement device 270 and battery monitoring unit 260. Measurement device 270B may also include circuitry in communication with temperature sensors 310A, 310B, and 310C (e.g., thermistors) that are electrically coupled to measurement device 270B. The temperature sensor may be communicatively coupled to the processor 300B and the memory 305B (e.g., similar to the processor 300 and the memory 305 described above).

One environment of the smart battery systems 100A and 100B is an Automated Vehicle (AV) that incorporates various sensors to sense its surroundings. Example sensors include radar, lidar, sonar, GPS, odometer, and inertial measurement units. Advanced control systems interpret the sensed information to identify appropriate vehicle actions. A truly autonomous vehicle is an autonomous vehicle. Fig. 20-38 relate, at least in part, to a discussion of a "smart" lead-acid battery system (e.g., battery systems 100A and 100B) for use in an xEV.

The intelligent lead acid battery system 100A or 100B may provide real-time communications, including one or more of the following: identifying potential problems before they occur, providing emergency power that may be critical to EVs and autonomous vehicles, allowing active replacement before failure, and optimizing performance of low voltage power supplies.

Various forces are shaping the automotive battery market. Consumer demand, policy regulations, and advanced vehicles are example forces to alter the battery profile of an automobile. Consumers are seeking additional comfort, connectivity, infotainment, reliability, and safety features in their vehicles. Therefore, the electric load of the vehicle increases significantly. Original Equipment Manufacturers (OEMs) continue to focus on improving fuel efficiency and reducing emissions. Thus, OEMs need to meet increasingly stringent regulatory requirements. Governments and regulatory authorities place increasing emphasis on ESG practice. Finally, the increasing level of motorization and the rise of ADAS/autonomous technology features in vehicles has provided downwind for the adoption of advanced battery technology. Accordingly, improved battery technology is continually evolving.

Fig. 20 discloses some possible scenarios and results of how the intelligent lead-acid battery system 100A or 100B described above handles these scenarios. The lead acid battery system 100A or 100B solution may support multiple autonomous levels and provide an alternative to lithium ion solutions. The lead acid battery system 100A or 100B includes "smart" sensor technology to predict the state of health of the battery, which encourages and facilitates active replacement. The lead acid battery system 100A or 100B may be aware of the battery status. This may enable the OEM to optimize vehicle performance (e.g., fuel consumption, emissions, performance) and improve consumer experience. In addition, the lead acid systems 100A and 100B can learn the status of the battery, such as battery aging and how long the battery should be charged.

The Society of Automotive Engineers (SAE) defines six levels of driving automation, from zero (fully manual) to five (fully autonomous). Referring to fig. 21, these levels have been adopted by the U.S. department of transportation as an example. Fig. 22 provides some example features for various levels. These levels are described below.

Level 0 is called no-drive automation: and (5) manual control. The human driver provides "dynamic driving tasks", although there may be appropriate systems to assist the driver.

The level 1 is called driver assistance. This is the lowest level of automation. Vehicles are equipped with a single automated system for driver assistance, such as steering or acceleration (cruise control).

The level 2 is called partial drive automation. This is meant to include Advanced Driver Assistance Systems (ADAS). The vehicle can control steering and acceleration/deceleration; however, this automation does not allow self-driving, since a human being sits on the driver's seat and can take over control of the car at any time.

Stage 3 is referred to as conditional drive automation. From a technical point of view, the jump from level 2 to level 3 is significant, but from a human point of view, it is subtle, if not negligible. Class 3 vehicles have "environmental detection" capability and may make informed decisions for themselves, such as accelerating beyond a slow-driving vehicle. However, level 3 still requires human override. If the system is unable to perform a task, the driver must remain alert and be ready to take over control.

The 4-stage is called high driving automation. The key difference between level 3 and level 4 automation is that level 4 vehicles can intervene if a problem or system failure occurs. In this sense, these automobiles do not require human interaction in most cases. However, a human may still choose a manual override. The class 4 vehicle may be operated in an autonomous mode.

The 5 th level is called full drive automation. The class 5 vehicle does not require human attention. The class 5 vehicle may even have no steering wheel or accelerator/brake pedal.

FIG. 23 illustrates an example vehicle from a vehicle having only ICE to an electric-only vehicle, and illustrates example energy requirements for each type of vehicle (see also FIGS. 24 and 25 for further example energy requirements). Similar to the degree of automation for driving with the increase of SAE level in SAE standard, the degree of intellectualization and reliability of the battery should be increased with the increase of the degree of automation. This is illustrated in fig. 26, fig. 26 disclosing a battery strategy for an xEV automated vehicle.

Referring to fig. 26, as the level of vehicle automation increases, the level of performance and the degree of impact on the power supply (e.g., battery) also increases. For example, at level 0, the driver provides complete control of the vehicle, and the vehicle requires zero or substantially zero automation. This results in lower performance requirements on the battery and zero intelligent requirements on the vehicle. The only positive requirement on the battery is to provide sufficient starting current to start the ICE. Battery intelligence is not required as the external key may turn on/off the circuit to the outside of the battery. Thus, all of the following are either low or absent: 1) functional safety, 2) diagnostic/algorithmic requirements, 3) monitoring and integration, 4) electronics and software, and 5) value claims.

At the other end of the automation range, at level 5, the driver provides zero control over the vehicle, which needs to be fully automated or from the vehicle. This results in very high performance requirements for the battery and very high intelligent requirements for the vehicle. This is a potentially dangerous situation for the vehicle and the surrounding environment if the vehicle is not properly powered and is moving. High battery intelligence is required because of the need to confirm the reliability and power availability of the vehicle's electronics.

Thus, for applications such as a) engine shut down while driving and/or b) automated driving (SAE 3 class and above), the vehicle should be based on a reliable, uninterrupted power supply. For these applications, redundant solutions are preferred, including multiple batteries or battery systems. Additional solutions may include, for example, having a fully redundant power supply that meets the Automobile Safety Integrity Level (ASIL) D, a redundant battery that meets the ASTL-B, a time to failure rate (FIT) of less than 100, and 1 failure per 10 hundred million operating hours. Automotive Safety Integrity Level (ASIL) is a risk classification system defined by ISO 26262-road vehicle functional safety standards.

The intelligent lead acid battery system 100A or 100B may include the following aspects: 1) functional safety requirements, 2) diagnostics/algorithms, 3) battery cell level monitoring and integration, 4) electronics and software, and 5) value claims. These levels may vary depending on the level of vehicle automation. One exemplary objective of the lead-acid battery system 100A or 100B is to enable xEV and autonomously applied battery function Status (SOF) prediction. Another exemplary objective of the lead acid battery system 100A or 100B is to achieve predictive battery replacement (state of health—soh).

Fig. 27 is an example of the importance of battery function. If the vehicle loses primary power, a 12 volt battery should support the critical power required to move the vehicle to a safe location. The lead acid battery system 100A or 100B may: 1) detect when there is a risk of failing to support critical power requirements, 2) always be able to support emergency power requirements, and 3) be X percent reliable, where X depends on the requirements of the vehicle OEM. In the event of loss of mains power, the vehicle should be able to, with the aid of a safety integrity battery: a) switching the lane to a safe position, b) controllably decelerating to a complete stop, c) calling roadside assistance, and d) providing emergency power (e.g., for heating) while the vehicle is waiting for assistance. As shown in fig. 28, the lead-acid battery system 100A or 100B may take over if the high-voltage battery encounters a fault that causes the DC/DC power to fail to provide 12V power, or in the event of a DC/DC power fault.

Fig. 29 discloses a method of developing a lead acid battery system 100A or 100B into a safety integrity battery. In step S101, demand analysis is performed. The analysis includes learning a specification of the multi-battery application from the vehicle OEM. Also in step S101, an initial battery design is selected.

In step S102, a failure mode investigation is performed on the selected initial battery design. In step S103, a physical-based lifetime model is developed. In addition, development, laboratory life testing and monitoring were also performed.

Based on the steps of S102 and S103, the battery design may be improved in step S104. This may include identifying and developing improvements to the battery design. The modified battery may then perform steps 102 and 103. Alternatively, based on steps S102 and S103, algorithm development and verification may be performed at step S105. This includes developing an algorithm for battery design using the battery design generated by step S103.

In step S106, system reliability and coverage assessment may be performed using the developed battery design and related algorithms. Test methods executable in the vehicle firmware may be obtained through cooperation with the OEM. Depending on the result, the process may return to step 104 or proceed with system verification, step S107.

Fig. 30 provides a procedure for the EV drive cycle. In step S201, the vehicle performs a "self-test" before the trip. The test determines if any potential vehicle error would limit travel or reduce travel quality, and the self-test includes a test of the vehicle battery. The test may determine the reliability (or safety reliability) of the vehicle/battery. This may include the potential reliability of the next trip and/or the next defined number of trips, step S202. For example, if the reliability is within the threshold, the vehicle may enter a drivable state, step S203. Alternatively, the vehicle may disable one or more features, prevent operation, and/or send an alert (e.g., to the driver, owner of the vehicle), step S204. Alternative reliability factors may be used to replace reliability. At the end of the journey, step S205, the vehicle may charge for the next journey in step. The process may be restarted at step S201 before the change and the next trip. During an EV drive cycle, the smart battery system may monitor the safety functions of the battery, support vehicle loads, and monitor life usage. The level, tolerance, and reliability of each fault monitor (e.g., safety functions, vehicle load support level, and remaining battery life) vary based on the different levels of automation described previously.

FIGS. 31-33 provide tables comparing the value claims between AGM and 12V lithium ions in an xEV. As shown in fig. 31-33, a number of value claims favor intelligent lead acid battery systems 100A or 100B.

Fig. 34 illustrates a conventional method for monitoring a conventional lead acid battery. Conventional testers may be attached to the battery, starter and/or alternator leads. Conventional testers can only provide specific information: the battery is good or bad. Conventional testers do not provide predictive analysis or trend data to notify replacement batteries. The consumer is generally unaware that the battery is bad until the vehicle is not started or the battery powers an accessory coupled thereto. Fig. 35 illustrates an alternative means for testing lead acid batteries, including those with intelligent lead acid battery systems. A number of comparison points are shown in fig. 35, including test frequency, starting battery voltage, diagnostic results, auxiliary battery voltage, battery current, battery temperature, state of charge (SOC), performance optimization, predicted state of health (SOH). Existing test systems may be referred to as smart battery sensors, while lead-acid battery systems 100A or 100B have internal battery sensors.

Fig. 36 discloses various advantages of cell level monitoring (whether of a group of cells or a single cell) in a battery. Typically, for lead acid batteries, battery performance is limited by the worst performing cell. The battery cells may be unbalanced or become unbalanced due to manufacturing variations, manufacturing problems, damage, and the like. The diagnostic tools on the market (see fig. 35) are based on the overall battery characteristics, which is challenging to provide accurate and timely predictions for unbalanced batteries. See scene a and scene B and scene C in fig. 36. However, the smart lead acid battery system 100A or 100B provides significantly better resolution and predictive advantages than conventional lead acid batteries. Further advantages of battery cell level monitoring are shown in fig. 37, and further advantages of a smart lead acid battery are shown in fig. 38. Referring to these figures, monitoring of individual cell voltages may identify (best shown in fig. 37) an unbalanced or faulty cell (e.g., cell 6 in the figure) earlier than merely monitoring cell voltages. Instead of monitoring cell voltage, the smart lead-acid battery system 100A or 100B may monitor one or more individual cell temperatures (two cell temperature sensors 310B are shown in fig. 9) to identify an imbalance or potential thermal runaway condition earlier. This greatly improves the resolution of the lead acid battery system 100A or 100B.

It is also contemplated that different techniques may be used to identify different scenarios of the lead acid battery system 100A or 100B. For example, one scenario may include monitoring a minimum cell voltage (or temperature) of the cells, as shown in fig. 36 and 37. Another scenario may include averaging multiple cell voltages (or temperatures) for probabilistic prediction. Another scenario may include monitoring a cell voltage (or temperature) or a running average of a plurality of cell voltages (or temperatures). Another variation includes comparing one or more cell voltages (or temperatures) to a battery voltage (or compartment voltage or ambient voltage) for viewing. Yet another variation includes looking at multiple parameters simultaneously to make the decision. Other variations are contemplated.

With conventional methods, it is difficult to diagnose a fault before emergency use is required. Alternatively, by cell level monitoring, a cell that has failed can be diagnosed much earlier (see fig. 37). Early diagnosis allows battery systems 100A, 100B and/or devices (e.g., vehicles) to adjust their operation to extend the use of battery systems 100A, 100B. For example, the vehicle may transfer the load or operation from the damaged battery system 100A, 100B to extend the use time of the battery system 100B, 100A. As another example, the vehicle may attempt to overcharge the battery systems 100A, 100B (commonly referred to as "equalization"), and more specifically, to overcharge the damaged battery cells, to extend the possible use of the battery systems. For example, extended use may mean a distinction between immediate loss of power and extended power life to bring the vehicle to a service location.

Accordingly, the present invention provides a new and useful intelligent lead acid battery system and method of operation thereof.

Some of the systems, components, and/or processes described above may be implemented in hardware or a combination of hardware and software, and may be implemented in a centralized fashion in one processing system, or in a distributed fashion where different elements are spread across several interconnected processing systems. Any kind of processing system or other apparatus adapted for carrying out the methods described herein is suited. A typical combination of hardware and software could be a processing system with a computer usable program code that, when being loaded and executed, controls the processing system such that it carries out the methods described herein. Some systems, components, and/or processes may also be embodied in a computer readable memory, such as a computer program product or other data program storage device, which is readable by a machine, tangibly embodying a program of instructions executable by the machine to perform the methods and processes described herein. These elements may also be embedded in an application product, which comprises all the maintenance conditions enabling the implementation of the methods described herein, and which, when loaded in a processing system, is able to carry out these methods.

Furthermore, some of the arrangements described herein may take the form of a computer program product embodied in one or more computer-readable media having computer-readable program code embodied (e.g., stored) thereon. Any combination of one or more computer readable media may be used. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The phrase "computer readable storage medium" refers to non-transitory storage media. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium could include the following: portable computer floppy disks, hard Disk Drives (HDDs), solid State Drives (SSDs), read-only memories (ROMs), erasable programmable read-only memories (EPROMs or flash memories), portable compact disc read-only memories (CD-ROMs), digital Versatile Disks (DVDs), optical storage devices, magnetic storage devices, or any suitable combination of the preceding. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a computer readable medium may be transmitted using a suitable medium, including but not limited to wireless, wireline, optical fiber, cable, RF, etc., or any suitable combination of the foregoing. Computer program code for carrying out operations for aspects of the present arrangements may be written in any combination of one or more programming languages. As discussed herein, the instructions of the program code may be executed entirely at one location or processor, or across multiple locations or processors.

The terms "a" and "an", as used herein, are defined as one or more than one. The term "plurality", as used herein, is defined as two or more than two. The term another, as used herein, is defined as at least a second or more. The terms including and/or having, as used herein, are defined as comprising (i.e., open ended) as defined by the terms "comprising" and/or "having. The phrase "at least one of … … and … …" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items. For example, the phrase "at least one of A, B and C" includes a alone, B alone, C alone, or any combination thereof (e.g., AB, AC, BC, or ABC).

The term "crossing a threshold" refers to rising, falling, or crossing a threshold. That is, the value may change from above to below the threshold, or from below to above the threshold to cross the threshold. Those skilled in the art will also appreciate that if the first value is already on the improper or non-preferred side of the threshold, the first value has already crossed the threshold.

It should also be noted that, in some alternative implementations, the functions noted in the block may not occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved.

For the purposes of this disclosure, the term "coupled" means that two members are directly or indirectly engaged with each other. Such engagement may be fixed in nature or movable in nature. Such joining may be achieved by two members, or by two members and any additional intermediate members being integrally formed as a single unitary body with one another, or by two members or two members and any additional intermediate members being attached to one another. Such a connection may be permanent in nature or may be removable or releasable in nature.

The terms "fixed, non-fixed, and removable" and variants thereof may be used herein. The term "fixed" and variants thereof refer to being made firm, stable or stationary. However, it should be understood that fixed does not necessarily mean permanent—rather, only requires the use of a significant or unusual amount of work to make it unfixed. The term "removable" and variants thereof refer to readily changing position, location, station. "removably" is an anti-sense of "fixedly" herein. Alternatively, the term "non-fixedly" may be used as an anti-sense of "fixedly".

Preferences and options for a given aspect, feature or parameter of the present disclosure should be considered as having been disclosed in connection with any and all preferences and options for all other aspects, features and parameters of the present disclosure, unless the context indicates otherwise.

Aspects of the present disclosure may be embodied in other forms without departing from the spirit or essential attributes thereof. Accordingly, reference should be made to the following claims, rather than to the foregoing specification, as indicating the scope of the disclosure.

Claims (109)

1. A method of monitoring a lead-acid battery system comprising a lead-acid battery having a plurality of battery cells, the method comprising:

Sensing a first parameter associated with a first one or more battery cells of the plurality of battery cells;

sensing a second parameter associated with a second one or more battery cells of the plurality of battery cells, the second one or more battery cells being different from the first one or more battery cells; and

a state of the lead acid battery is determined based on the first parameter and the second parameter.

2. The method of claim 1, wherein the first parameter is a first cell voltage and the second parameter is a second cell voltage.

3. The method of claim 2, wherein the state is a health of the lead acid battery, and wherein determining the state comprises determining the health of the lead acid battery based on the first voltage and the second voltage.

4. The method of claim 2, wherein the state is a function of the lead acid battery, and wherein determining the function comprises determining the function of the lead acid battery based on the first voltage and the second voltage.

5. The method of claim 2, wherein the state is a charge amount of the lead-acid battery, and wherein determining the charge amount comprises determining a function of the lead-acid battery based on the first voltage and the second voltage.

6. The method of any of claims 2-5, further comprising:

determining a voltage value based on the first cell voltage;

monitoring whether the voltage value crosses a threshold value; and

a first state of the lead-acid battery is identified when the voltage value crosses the threshold value.

7. The method of claim 6, wherein the threshold indicates that a first battery cell voltage is low and the first state is a potential failure of the first battery cell.

8. The method of claim 6, wherein the threshold indicates that a first battery cell voltage is low and the first state is a potential failure of the lead acid battery.

9. The method of any of claims 2-8, further comprising:

sensing a third voltage of the lead-acid battery, the third voltage being a battery voltage of the lead-acid battery; and is also provided with

Wherein determining the state of the lead acid battery is also based on the third voltage.

10. The method of claim 1, wherein sensing the first parameter comprises sensing a first voltage of a first number of the plurality of battery cells, the first number being greater than one and less than the plurality of battery cells,

Wherein sensing the second parameter includes sensing a second voltage of a second number of the plurality of battery cells, the second number being greater than one and less than the plurality of battery cells, and

wherein determining the state of the lead-acid battery comprises determining the state of the lead-acid battery based on the first voltage and the second voltage.

11. The method of claim 10, wherein the number of the plurality of battery cells is six, and wherein the first number of battery cells is three battery cells of the six battery cells, and the second number of battery cells is three different battery cells of the six battery cells.

12. The method of claim 2, wherein the lead acid battery is defined by (n) battery cells,

wherein the sensing step further comprises sensing (n) cell voltages associated with the (n) cells, each of the (n) cell voltages being associated with a respective cell, and

wherein determining the state of the lead acid battery is further based on the (n) cell voltages.

13. The method of claim 12, further comprising:

Determining (n) voltage values based on the sensed (n) cell voltages, each of the (n) cell voltages being associated with a respective one of the sensed (n) cell voltages;

monitoring whether one or more of the (n) voltage values crosses a threshold value, the threshold value indicating whether one or more battery cell voltages are low; and

a first state of the lead-acid battery is identified when one or more of the (n) voltage values crosses the threshold value.

14. The method of claim 1, wherein the first parameter is a first cell temperature and the second parameter is a second cell temperature.

15. The method of claim 14, further comprising:

determining a temperature value based on the sensed first cell temperature;

monitoring whether the temperature value crosses a threshold value; and

a first state of the lead acid battery is identified when the temperature value crosses the threshold value.

16. The method of claim 15, wherein the threshold indicates that the first battery cell temperature is high and the first state is a potential failure of the first battery cell.

17. The method of claim 16, wherein the threshold indicates that a first battery cell temperature is high and the first state is a potential failure of the lead acid battery.

18. The method of any of claims 14-17, further comprising:

sensing a third temperature associated with the lead acid battery, the third temperature being an ambient or ambient temperature of the lead acid battery; and is also provided with

Wherein determining the status of the lead acid battery is also based on the third temperature.

19. The method of claim 1, wherein sensing the first parameter comprises sensing a first temperature of a first number of the plurality of battery cells,

wherein the sensing the second parameter includes sensing a second temperature of a second number of the plurality of battery cells, and

wherein the determining the state of the lead acid battery includes determining the state of the lead acid battery based on the first temperature and the second temperature.

20. The method of claim 1, further comprising:

determining an automation level of a vehicle in which the lead-acid battery system is to be placed;

determining a threshold indicative of a fault based on the automation level;

Determining a first parameter value using the sensed first parameter;

monitoring whether the first parameter value crosses the threshold value; and

the state of the lead acid battery is identified when the first parameter value crosses the threshold value.

21. The method of claim 20, wherein determining an automation level comprises receiving the automation level.

22. The method of claim 20 or 21, wherein the fault relates to a functional safety condition of the lead acid battery system, the vehicle, or both the lead acid battery and the vehicle.

23. The method of claim 20 or 21, wherein the fault involves a potential use fault of the lead acid battery system, the vehicle, or both the lead acid battery system and the vehicle.

24. The method of claim 20 or 21, wherein the fault involves a potential load fault of the lead acid battery system, the vehicle, or both the lead acid battery system and the vehicle.

25. The method of any of claims 20-24, wherein the automation level is based on SAE international automation level.

26. The method according to any one of claims 1-25, the method comprising:

The operation of the lead acid battery system is adjusted based on the status.

27. A lead acid battery system, comprising:

a lead acid battery comprising a plurality of battery cells;

a first parameter sensor associated with a first one or more of the plurality of battery cells;

a second parameter sensor associated with a second one or more of the plurality of battery cells; and

a battery monitoring unit coupled to the first parameter sensor, the second parameter sensor, and the lead acid battery, the battery monitoring unit performing one of the methods of claims 1-26.

28. The lead-acid battery system of claim 27, wherein the lead-acid battery further comprises an acid solution, wherein the first cell of the plurality of cells has a cathode, an anode, and a separator, and wherein at least one of the cathode and the anode comprises lead.

29. The lead acid battery system of claim 27 or 28, further comprising:

a battery cell compartment;

a battery monitoring system compartment;

A wall positioned between the battery cell compartment and the battery monitoring system compartment;

a first post extending through the wall between the battery cell compartment and the battery monitoring system compartment, the first post being associated with the first one or more battery cells of the plurality of battery cells, the first parameter sensor being coupled to the first post; and

a second column extending through a wall between the battery cell compartment and a battery monitoring system compartment, the second column being associated with a second one or more battery cells of the plurality of battery cells, the second parameter sensor being coupled to the second column.

30. The lead acid battery system of claim 29, further comprising a seal around the first post.

31. The lead acid battery system of claim 30, wherein the seal comprises an O-ring.

32. The lead acid battery system of claim 30 or 31, wherein the seal comprises an epoxy.

33. The lead acid battery system of claim 29, further comprising a terminal extending through the wall between the battery cell compartment and the battery monitoring system compartment, wherein the terminal comprises lead.

34. The lead-acid battery system of claim 27 or 28, wherein the first parameter sensor is a first cell voltage sensor and the second parameter sensor is a second cell voltage sensor, wherein the first parameter is a first cell voltage and the second parameter is a second cell voltage, and wherein the lead-acid battery system further comprises:

a housing at least partially defining a battery cell compartment and at least partially defining a Battery Monitoring System (BMS) compartment, and including a wall disposed between the battery cell compartment and the BMS compartment;

the plurality of battery cells being housed in the battery cell compartment and including a first battery cell having a first post and a second post associated with the first battery cell, the first post and the second post protruding through the wall between the battery cell compartment and the BMS compartment; and

a Battery Monitoring System (BMS) is housed in the BMS compartment, the BMS including the first voltage sensor electrically coupled to the first and second posts.

35. The lead-acid battery system of claim 34, wherein the second battery cell has a third post and a fourth post associated with the second battery cell that protrude through the wall between the battery cell compartment and the BMS compartment, and

wherein the BMS further comprises a second voltage sensor electrically coupled to the third and fourth posts.

36. The lead-acid battery system of claim 35, wherein the plurality of battery cells housed in the battery cell compartment further comprises a third battery cell having the second and third posts associated with the third battery cell, the second and third posts protruding through the wall between the battery cell compartment and the BMS compartment, and

wherein the BMS further comprises a third voltage sensor electrically coupled to the second and third posts.

37. The lead acid battery system of claim 36, further comprising:

a first terminal strip electrically coupling the first battery cell to the second battery cell;

a second terminal strip electrically coupling the second battery cell to the third battery cell; and is also provided with

Wherein the first terminal strip includes the second post and the second terminal strip includes the third post.

38. The lead-acid battery system of any of claims 34-37, wherein the housing further comprises a battery cell base, a battery cell cover, a BMS base, and a BMS cover, and

wherein the battery cell cover and the BMS base comprise the wall between the battery cell compartment and the BMS compartment.

39. The lead-acid battery system of any of claims 34-38, wherein the BMS further comprises one or more of a battery voltage sensor that senses battery voltage, a battery current sensor that senses battery current, and a temperature sensor that senses temperature.

40. The lead acid battery system of any of claims 27-39, wherein the lead acid battery system further comprises a display coupled to the housing, and wherein the lead acid battery system outputs the status of the lead acid battery via the display.

41. The lead acid battery system of claim 40, wherein the display comprises a plurality of light emitting diodes.

42. The lead-acid battery system of claim 40 or 41, wherein the lead-acid battery further comprises a wired communication port disposed in the housing, and wherein the lead-acid battery system outputs the status of the lead-acid battery via the wired communication port.

43. The lead acid battery system of any of claims 40-42, wherein the lead acid battery further comprises a radio frequency transmitter supported by the housing, and wherein the lead acid battery system outputs the status of the lead acid battery via the radio frequency transmitter.

44. The lead-acid battery system of claim 27, wherein the battery monitoring unit comprises a processor and a memory, the processor and memory being disposed in communication with the first and second parameter sensors, the memory comprising instructions executable by the processor to cause the battery system to perform the methods of claims 1-26.

45. A method of monitoring a lead-acid battery system comprising a lead-acid battery having a plurality of battery cells, the method comprising:

sensing a first voltage of a first number of the plurality of battery cells, the first number being greater than one and less than the plurality of battery cells;

sensing a second voltage of a second number of the plurality of battery cells, the second number being greater than one and less than the plurality of battery cells; and

A state of the lead acid battery is determined based on the first voltage and the second voltage.

46. The method of claim 45, wherein the plurality of battery cells is a total of six battery cells, and wherein the first one or more battery cells is three battery cells of the six battery cells and the second one or more battery cells is three different battery cells of the six battery cells.

47. The method of claim 45 or 46, wherein the state is a health of the lead acid battery, and wherein determining the state comprises determining the health of the lead acid battery based on the first voltage and the second voltage.

48. The method of claim 45 or 46, wherein the state is a function of the lead acid battery, and wherein determining the function comprises determining the function of the lead acid battery based on the first voltage and the second voltage.

49. The method of claim 46 or 46, wherein the state is a charge of a lead-acid battery, and wherein determining the charge comprises determining a function of the lead-acid battery based on the first voltage and the second voltage.

50. The method of any one of claims 45-49, further comprising:

determining a voltage value based on the first voltage;

monitoring whether the voltage value crosses a threshold value; and

a first state of the lead-acid battery is identified when the voltage value crosses the threshold value.

51. The method of claim 50, wherein the first condition is a potential failure of the lead acid battery.

52. The method of any one of claims 45-51, further comprising:

sensing a third voltage of the lead-acid battery, the third voltage being a battery voltage of the lead-acid battery; and is also provided with

Wherein determining the state of the lead acid battery is also based on the third voltage.

53. A lead acid battery system, comprising:

a lead acid battery comprising a plurality of battery cells;

a first voltage sensor for sensing a first voltage;

a second voltage sensor for sensing a second voltage; and

a battery monitoring unit coupled to the first voltage sensor, the second voltage sensor, and the lead acid battery, the battery monitoring unit performing one of the methods of claims 21-28.

54. A vehicle comprising a lead acid battery system according to claim 53.

55. A method of monitoring a lead acid battery system comprising a lead acid battery having (n) battery cells, the method comprising:

sensing (n) cell voltages associated with the (n) cells, each of the (n) cell voltages associated with a respective cell; and

a state of the lead acid battery is determined based on the (n) cell voltages.

56. The method of claim 55, further comprising:

determining (n) voltage values based on the sensed (n) cell voltages, each of the (n) cell voltages being associated with a respective one of the sensed (n) cell voltages;

monitoring whether one or more of the (n) voltage values crosses a threshold value, the threshold value indicating whether one or more battery cell voltages are low; and

a first state of the lead-acid battery is identified when one or more of the (n) voltage values crosses the threshold value.

57. The method of claim 55 or 56, wherein the state is a health of the lead acid battery, and wherein the determining the state comprises determining the health of the lead acid battery based on the (n) voltage values.

58. The method of claim 55 or 56, wherein the state is a function of a lead acid battery, and wherein determining the function comprises determining the function of a lead acid battery based on the (n) voltage values.

59. The method of claim 55 or 56, wherein the state is a charge amount of the lead-acid battery, and wherein determining the charge amount comprises determining a function of the lead-acid battery based on the (n) voltage values.

60. The method of any of claims 55-59, wherein the first state is a potential failure of the lead acid battery.

61. A lead acid battery system, comprising:

a lead acid battery comprising (n) battery cells;

one or more voltage sensors for sensing (n) cell voltages; and

a battery monitoring unit coupled to the one or more voltage sensors and the lead-acid battery, the battery monitoring unit performing one of the methods of claims 55-60.

62. A vehicle comprising the lead acid battery system of claim 61.

63. A lead acid battery system, comprising:

A battery cell compartment;

a battery monitoring system compartment;

a wall positioned between the battery cell compartment and the battery monitoring system compartment;

a post extending through the wall between the battery cell compartment and the battery monitoring system compartment; and

a sensor coupled to the column.

64. The battery system of claim 63, further comprising a seal around the post.

65. The battery system of claim 64, wherein the seal comprises an O-ring.

66. The battery system of claim 64 or 65, wherein the seal comprises an epoxy.

67. The battery system of claim 63, wherein the post comprises a sleeve.

68. The battery system of claim 63, wherein the post comprises a pin.

69. The battery system of claim 63, further comprising a terminal extending through the wall between the battery cell compartment and the battery monitoring system compartment, wherein the terminal comprises lead.

70. The battery system of any of claims 63-69, wherein the post comprises a first cylindrical wall having a first diameter and a second cylindrical wall having a second diameter, the second diameter being different than the first diameter.

71. The battery system of claim 70, wherein the post further comprises a tapered wall between the first wall and the second wall.

72. The battery system of claim 70, wherein the second cylindrical wall receives a connector of the sensor.

73. The battery system of any of claims 63-72, wherein the battery cell comprises a positive plate, a negative plate, and a separator, and wherein at least one of the positive plate and the negative plate comprises lead.

74. A vehicle comprising the lead acid battery system of claim 73.

75. A lead acid battery system, comprising:

a housing at least partially defining a battery cell compartment and at least partially defining a Battery Monitoring System (BMS) compartment, and including a wall disposed between the battery cell compartment and the BMS compartment;

a battery cell housed in the battery cell compartment, the battery cell having a first post and a second post associated with the battery cell, the first post and the second post protruding through the wall between the battery cell compartment and the BMS compartment; and

A Battery Monitoring System (BMS) is housed in the BMS compartment, the BMS including a voltage sensor electrically coupled to the first and second poles.

76. The lead-acid battery system of claim 75, wherein the battery system further comprises a second battery cell housed in the battery cell compartment, the second battery cell having third and fourth posts associated with the second electrical battery cell, the third and fourth posts protruding through the wall between the battery cell compartment and the BMS compartment, and

wherein the BMS further comprises a second voltage sensor electrically coupled to the third and fourth posts.

77. The lead-acid battery system of claim 76, wherein the battery system further comprises a third battery cell having the second and third posts associated with the third battery cell, the second and third posts protruding through the wall between the battery cell compartment and the BMS compartment, and

wherein the BMS further comprises a third voltage sensor electrically coupled to the second and third posts.

78. The lead-acid battery system of claim 77, further comprising:

a first terminal strip electrically coupling the battery cell to the second battery cell;

a second terminal strip electrically coupling the second battery cell to the third battery cell; and is also provided with

Wherein the first terminal strip includes the second post and the second terminal strip includes the third post.

79. The lead-acid battery system of any one of claims 75-78, wherein the housing further comprises a battery cell base, a battery cell cover, a BMS base, and a BMS cover, and

wherein the battery cell cover and the BMS base comprise the wall between the battery cell compartment and the BMS compartment.

80. The lead-acid battery system of any of claims 75-78, wherein the BMS further comprises one or more of a battery voltage sensor that senses battery voltage, a battery current sensor that senses battery current, and a temperature sensor that senses temperature.

81. The lead-acid battery system of any one of claims 75-78, wherein the battery cell comprises a positive plate, a negative plate, and a separator, and wherein at least one of the positive plate and the negative plate comprises lead.

82. A vehicle comprising the lead acid battery system of any one of claims 75-81.

83. A method of monitoring a lead acid battery comprising a plurality of battery cells, the method comprising:

sensing a first temperature of a first one or more battery cells of the plurality of battery cells;

sensing a second temperature associated with the lead acid battery; and

a state of the lead acid battery is determined based on the first temperature and the second temperature.

84. The method of claim 83, further comprising:

determining a temperature value based on the sensed first cell temperature;

monitoring whether the temperature value crosses a threshold value; and

a first state of the lead acid battery is identified when the temperature value crosses the threshold value.

85. The method of claim 84, wherein the threshold indicates that the first battery cell temperature is high and the first state is a potential failure of the first battery cell.

86. The method of claim 84, wherein the threshold indicates that a first battery cell temperature is high and the first state is a potential failure of the lead acid battery.

87. The method of any of claims 83-86, wherein the second temperature is an ambient or ambient temperature of the lead acid battery; and is also provided with

Wherein determining the status of the lead acid battery is also based on the second temperature.

88. The method of any of claims 83-86, wherein the second temperature is a second cell temperature of a second one or more cells of the plurality of cells; and is also provided with

Wherein determining the state of the lead acid battery is further based on the second temperature.

89. A lead acid battery system, comprising:

a lead acid battery comprising a plurality of battery cells;

a first temperature sensor for sensing a first temperature;

a second temperature sensor for sensing a second temperature; and

a battery monitoring unit coupled to the first temperature sensor, the second temperature sensor, and the lead acid battery, the battery monitoring unit performing one of the methods of claims 83-88.

90. A vehicle comprising the lead acid battery system of claim 89.

91. A method of monitoring for failure of a lead acid battery system for use in an automated vehicle, the method comprising:

determining an automation level of a vehicle in which the lead-acid battery system is to be placed;

Determining a threshold indicative of a fault based on the automation level;

monitoring parameters of the battery system;

comparing the value of the parameter to the threshold; and

a possible fault is determined based on the comparison.

92. The method of claim 91, wherein determining an automation level includes receiving the automation level.

93. The method of claim 91 or 92, wherein the fault relates to a functional safety condition of the battery system, the vehicle, or both the battery and the vehicle.

94. The method of claim 91 or 92, wherein the fault involves a potential use fault of the battery system, the vehicle, or both the battery system and the vehicle.

95. The method of claim 91 or 92, wherein the fault involves a potential load fault of the battery system, the vehicle, or both the battery system and the vehicle.

96. The method of any of claims 91-95, wherein the automation level is based on SAE international automation level.

97. The method of any one of claims 91-96, the method comprising:

the operation of the lead acid battery system is adjusted based on the possible failure.

98. A lead acid battery system, comprising:

a lead acid battery comprising a plurality of battery cells;

a sensor for monitoring the parameter; and

a battery monitoring unit electrically coupled to the sensor and the lead-acid battery, the battery monitoring unit performing one of the methods of claims 91-97.

99. A vehicle comprising the lead acid battery system of claim 91.

100. A method of responding to a possible failure of a lead acid battery system used in a device, the method comprising:

monitoring battery cell level parameters of the lead acid battery system;

comparing the value of the battery cell level parameter to a threshold value;

determining a possible fault based on the comparison; and

the possible failure is transmitted to the device.

101. The method of claim 100, further comprising adjusting operation of the device based on the possible failure.

102. The method of claim 100 or 101, further comprising:

charging the lead acid battery system through the system using a first charging technique; and

the charging of the lead acid battery system by the system is adjusted based on the possible failure, wherein the adjustment results in a second charging technique.

103. The method of any of claims 100-102, further comprising the device transmitting a message to an external device to replace the lead acid battery system in response to the system receiving the possible fault communication.

104. The method of any of claims 100-103, wherein the device comprises a vehicle.

105. A battery system, comprising:

a housing;

a battery unit accommodated by the case;

a sensor supported by the housing;

a processor and memory supported by and in communication with the housing, the memory including instructions executable by the processor to perform the method according to any one of claims 100-103.

106. A vehicle comprising a battery system according to claim 105.

107. A lead acid battery system, comprising:

a housing having a first compartment and a second compartment different from the first compartment;

a lead acid battery cell disposed in the first compartment;

a sensor disposed in the second compartment and sensing an excitation associated with at least one of the lead acid battery cells;

A processor and a memory disposed in the second compartment and in communication with the sensor, the memory including instructions executable by the processor to

Causing the battery system to monitor a parameter based on the excitation sensed by the sensor, and

a state of health, a functional state, or both a state of health and a functional state of the battery system is determined based on the monitored parameter.

108. The battery system of claim 107, wherein the battery cell comprises a positive plate, a negative plate, and a separator, and wherein at least one of the positive plate and the negative plate comprises lead.

109. A vehicle comprising the lead acid battery system of claim 108.