WO2020091586A1

WO2020091586A1 - Lithium-ion smart battery

Info

Publication number: WO2020091586A1
Application number: PCT/MX2018/000118
Authority: WO
Inventors: Ernesto SÁNCHEZ PROAL
Original assignee: Seerauber Automotive De México, S.A.P.I. De C.V.
Priority date: 2018-10-30
Filing date: 2018-10-31
Publication date: 2020-05-07

Abstract

The current social agenda in Latin America is, in essence, that of urban development. Almost 80% of the population in the region lives in urban centres and this number will reach close to 90% in the coming decades. Urban mobility is therefore a significant factor for the economic productivity of a city and for the quality of life of its inhabitants, as well as access to basic health and education services. This invention provides a lithium-ion battery to be used in electric vehicles, which includes functions within a control card in the battery itself and which provides connection to the cloud, as well as hardware and software for controlling the traction and steering of the vehicle, a system for managing charging and discharging, and measuring and reporting to the cloud about available energy and the temperature in the battery. The integration of the components according to the invention has resulted in the following characteristics: 1) personal security, preventing the vehicle from travelling in areas that are restricted to small and low-speed vehicles; 2) property security, discouraging the stealing of a vehicle or battery that can only be used within a defined perimeter or certain streets; 3) intelligent vehicle-charging management, sending data relating to the position and state of the battery and calculating when said vehicle should go to the charging station for the battery to be replaced with a charged battery.

Description

INTELLIGENT LITHIUM ION BATTERY.

FIELD OF THE I NVE NTION The present invention is related to the field of electronics, specifically to a lithium ion battery that is intended to be used in electric vehicles, which incorporates functions within a control card in the same battery as It gives you the ability to connect to the cloud, as well as hardware and software for vehicle steering and traction control, a charge and discharge management system, measurement and reporting to the cloud of available energy and temperature in the battery.

BACKGROUND TO THE INVENTION

Currently, the Latin American social agenda is essentially an urban development agenda. Almost 80% of the region's population lives in urban centers and it will reach close to 90% in the coming decades. For this reason, efforts to face greater social inclusion and fight poverty are focused on serving the populations residing in large cities.

Urban mobility is therefore a determining factor both for the economic productivity of the city and for the quality of life of its citizens and access to basic health and education services. But urban development management is a complex task that involves multiple levels of government, as well as various public and private institutions. To achieve optimal results in this matter, experts suggest: • Establish a synergy between transport, accessibility, mobility and urban management.

• Promote the exchange of information and good practices between transport systems and their cities.

• Establish regional cooperation networks, between professionals, authorities, associations and users.

Modern cars need to be more efficient to meet future fuel economy standards. Much of energy efficiency can be - and has been - gained with innovations that depend on the vehicle's electrical system.

As the green movement increases in popularity, more and more electric vehicles of all kinds, from electric scooters to cars, buses, and cargo trucks, have appeared on the market. Power designers are challenged to provide systems that can accommodate a wide variety of different types of batteries and vehicles with widely varying performance requirements.

New automotive technologies have a big downside, depending on the electrical system component that hasn't seen much innovation since the 1950s, the lead-acid battery.

Proper battery management will be the key to allowing innovation to continue in future designs, and can be accomplished with an Intelligent Battery Sensor (IBS). An IBS unit provides accurate, on-demand measurements of current, voltage, and temperature from the battery. This information allows accurate calculations of load "and" state of health ", ensuring that the electrical system operates at the highest level of efficiency.

An I BS is a total measurement system for managing the lead-acid battery. These components measure the charge or discharge current flowing through the battery, the voltage across the battery terminals, as well as the temperature of the battery through thermal conduction between the battery post and the unit. I BS. All three measurements are taken almost simultaneously to ensure accurate measurements, even in times of rapidly changing conditions. An IBS can use a communication protocol to send the results of these measurements to the vehicle's electronic control unit or other control system.

I BS units must be built to handle the full range of automobile operating conditions. For example, a temperature rating of - 40 ° C to 1 1 5 ° C would allow the device to survive conditions that would damage even the newest and most advanced lead-acid batteries. Additionally, a high voltage range allows the unit to continue recovering data under battery overcharged and under load conditions. The device should be able to monitor the entire current band at both extremes of voltage and extreme temperatures with minimal loss of precision.

Battery packs in electric vehicles are made up of multiple cellular modules arranged in series and in parallel. Arranged around the battery and throughout the vehicle, the Battery Management System (BMS) is comprised of various components, including monitoring components near the battery cells, one or more dictated power conversion stages for vehicle needs, and smart drivers or integrated processors located in strategic places in the architecture to manage various aspects of the energy subsystem.

When charging and discharging a battery in an electric vehicle, it is imperative that each cell within the battery pack is closely and accurately monitored because any number of out-of-spec conditions can, at a minimum, cause internal battery damage and the vehicle and this could threaten the safety of the occupants of the vehicle. Batteries in electric vehicles contain energy equivalent to a small explosive. Overvoltage or undervoltage conditions can cause thermal leakage that can lead to battery failure.

Typically, a battery monitoring integrated circuit (BM IC) or cell balancing device is assigned to monitor the voltage of each battery cell in a module, the temperature of various points in the module and other conditions. This data is sent to a Cell Management Controller (CMC) and, depending on the complexity of the system, to higher order processing elements such as one or more Battery Management Controllers (BMC). The accuracy of these measurements and the frequency of communications from the BM IC to the CMC and the BMC is key to detecting a condition of concern early on and taking corrective action before it becomes dangerous. For example, the BMC could stop regenerative charging or reduce the energy consumption of a package to return individual cell temperatures to an acceptable range, or the vehicle driver may be alerted to such a condition through a "check" light. engine "on the dashboard. A vehicle Electrical is really quite challenging in terms of designing an effective communication network due to the abundance of electrical noise in the environment.

Depending on the complexity of the electric vehicle, several smart microcontrollers monitor and manage various critical tasks related to the battery and the power subsystem. Generally, these smart microcontrollers contain multiple processing cores. Some may be comprised solely of instructional-oriented computer processors, such as ARM® microcontrollers, while others, which are responsible for mathematically intensive tasks, generally have one or more digital signal processing cores such as TI (Texas Instruments) C28x DSP microcontrollers.

Charging and discharging the battery efficiently is important as it prevents thermal leakage or other conditions that could reduce the battery's capacity or life. To do this, a certain amount of intelligence is required in smart control microcontrollers, as the battery parameters will change over time. The intelligent microcontroller responsible for the actual charge of the battery must be able to quickly adjust and adapt in real time to the changing properties of the battery, such as oxidation at the terminals, cell voltages and others. In particular, during charging, the smart microcontroller must be able to respond quickly to overvoltage conditions. Otherwise, the battery could overheat and catch fire.

By designing battery charging modules, such as a built-in charger, higher-order microcontrollers can be implemented with DSP cores (Digital Signal Processor) and specialized coprocessors or hardware-based accelerators to meet specific real-time operational needs for closed-loop control of board load input current, DC bus intermediate voltage, load current battery voltage and battery terminal voltage. These control cycles require the use of computationally intensive algorithms, such as a PI D controller (Proportional-Integral-Derivative Controller) or two-pole compensators. A smart microcontroller with a DSP core that executes special instruction sets that support special mathematical trigonometric operations can significantly reduce the number of processor cycles required by these algorithms. For example, while a RISC core might take 60 cycles to complete a sine or cosine operation with a high level of math, a DSP core could achieve the same result in two or three cycles. Such microcontrollers could also support multiple power topologies and multiple control loops for voltage, current, and other system parameters with such high performance that it minimizes "missing" changes in battery characteristics. On the other hand, there are lithium batteries, also called Li-lon battery, which are a device designed for the storage of electrical energy that uses a lithium salt as an electrolyte that achieves the necessary ions for the reversible electrochemical reaction that takes place between the cathode and anode.

The properties of Li-ion batteries, such as the lightness of their components, their high energy capacity and resistance to discharge, together with the low memory effect they suffer or their ability to function with a high number of regeneration cycles, have allowed to design light accumulators, small in size and varied in shape, with high performance, specially adapted to the applications of the consumer electronics industry. Since the first commercialization of a battery based on Li-ion technology in the early 1990s, its use has become popular in devices such as mobile phones, PDAs, laptops, and music players.

However, its rapid degradation and sensitivity to high temperatures, which can result in its destruction by inflammation or even explosion, require, in its configuration as a consumer product, the inclusion of additional safety devices, resulting in a higher cost that has Limited the extension of its use to other applications.

At the beginning of the 21st century, in the context of the increasing shortage of petroleum-based fuels, the automotive industry announced the development, proliferation and commercialization of vehicles with electric motors based on the technology of lithium-ion batteries, with which the energy dependence of these sources can be reduced while the emission of polluting gases is kept low.

In turn, the electric car has advantages and disadvantages, among the advantages are:

• They do not produce air pollution in situ.

• They do not produce noise pollution.

• Its use makes it possible to dispense with fuel and thus saves oil, a limited raw material and can be used for other materials that are also necessary. • Its maintenance and cost of "fuel" is much less than that of a conventional one.

• Greater efficiency and for the engine from 0 revolutions and the total absence of gears (in case of having transmission it can take advantage of the power more efficiently without any delay), which translates into a better response in acceleration.

• In sports cars, the use of distributed power in the wheels and control of the torque of each one provides greater stability when cornering, and therefore in safety.

• They can recharge their battery by regenerative braking, thus prolonging the life of the brake system bullets (which increases their autonomy in a certain way, although it only presents a negligible increase).

• Over the years the battery technology has improved to offer a range almost similar to that of some small displacement internal combustion vehicles.

• It is also envisaged that in the future the same vehicles will be able to supply supplementary energy to the electrical network if necessary or also provide supply for an average home during certain periods of time as electrical contingencies.

Among the disadvantages are:

• Battery charge and price. Batteries with more than 400 km of autonomy are very expensive and recharge in about 9 hours without diminishing their capacity. To avoid this problem, it would be necessary to change the discharged batteries for others with charge immediately, so that when stopping at a service station, the vehicle it will enter almost without electrical energy and will leave there fully or partially charged a few minutes later. For this, the batteries should be perfectly adapted so that they can be changed quickly and this could be done both in total and fractional.

• In certain cases, the electricity used to recharge batteries is produced by polluting raw materials such as coal.

• Less autonomy than a conventional car since it needs frequent recharges.

• The strong initial purchase cost.

• The poor accessibility that exists in terms of top-ups. Problem that will be solved little by little, when supplying the "electrolineras" recharging points by the country. But for this, it may be essential that the service stations can change the discharged batteries (totally or partially) for others with charge immediately. In this way the company would be interested in the new business and the user would be compensated by paying for a service that would save him a lot of waiting time.

Based on the prior art analysis, there are inventions that try to solve problems with respect to lithium batteries, as is the case of the invention US9718370 in which the disclosed invention differs from the invention developed in this document since it mentions systems and methods for charging a vehicle's electric battery. The vehicle includes a battery to power a vehicle electric motor, in addition a vehicle controller is provided to interact with a battery and to allow control of the battery charge. The vehicle includes a communication interface to enable wireless communication with a server, and the server is configured to manage a plurality of user accounts for users. The server is one of a plurality of servers and servers that provide access to cloud services with respect to vehicle usage and metrics. Unlike the disclosed invention, the developed system does not perform these functions, but rather that it monitors the system to make a change of battery once it is exhausted and select the optimal distance to make the change based on the charging the same battery.

The invention disclosed in EP3180832 describes a battery charging system comprising a battery charger configured to supply power to a rechargeable battery, wherein the battery charger comprises a wireless data transceiver; and a remote server communicatively connected to the battery charger via a network through said wireless data transceiver and configured to communicate one or more battery charge parameters or battery charger control commands between the battery charger and a Remotely located portable user device. The developed invention, object of this document, does not carry out these functions, but monitors the system to make a change of battery once it is going to run out of energy and select the optimal distance to make the change based on the charging the same battery.

The invention disclosed in US20170144560 describes a battery management system that includes a location information receiver configured to obtain location information of a battery, and an estimation model changer configured to change an estimation model to estimate a state. internal battery according to a change in the Location Information. It differs from the developed invention object of this document, since the system is monitored to make a change of battery once it is going to run out of energy and select the optimal distance to make the change based on the charge of the same battery, with the consequent adaptation to the engine parameters of the same vehicle.

The invention developed object of this document, consists of a lithium ion battery that aims to be used in electric vehicles which incorporates functions within a control card in the same battery that gives it the ability to connect to the cloud, thus as hardware and software for vehicle traction and steering control, charge and discharge management system, measurement and reporting to the cloud of available energy and temperature in the battery.

OBJECT OF THE INVENTION.

The object of this invention is to make available a lithium ion battery that is intended to be used in electric vehicles, which incorporates functions within a control card in the same battery that gives it the ability to connect to the cloud, as well as hardware and software for vehicle traction and steering control, charge and discharge management system, measurement and reporting to the cloud of available energy and temperature in the battery.

The integration of the components of the developed invention, object of this document, results in the following characteristics:

1) Personal security, by preventing the vehicle from circulating through areas restricted to small-sized, low-speed vehicles, such as large avenues or highways, for example, the peripheral of Guadalajara or Mexico City.

2) Patrimonial security, by discouraging the theft of a vehicle or battery that can only be used in a defined perimeter and streets. 3) Intelligent management of vehicle charging, by sending data on its position and battery status, which is calculated at the time it must go to the charging station to replace the battery with a charged one.

4) Enables the steering system by difference in angular speed of the front wheels.

5) Significant reduction in the cost of the vehicle without a battery, by integrating most of the critical and high-cost components in this battery. The battery was technically developed for short-distance public mobility using 3-passenger electric vehicles (driver + 2 passengers), where most of the functions and the total cost of purchasing the vehicle reside in the "smart battery", allowing the Manufacture of a battery-free vehicle at a competitive cost with current value offers based on internal combustion engines (example: motorcycle taxis) .The model is based on the sale of energy combined with the rent of smart batteries, both included in the same “charge” (replacement) price of the battery, where the discharged battery is replaced by a fully charged one, by a “charge energy charge” that includes both the cost of electricity in the battery, as well as the rent of the same, at a competitive price against the fossil fuel load. This is possible given that the cost of electricity as fuel for electric vehicles it is much less than that of fossil fuels. A technical implementation of geo-fencing in the “smart battery” discourages theft of vehicles and battery packs. The rest of the functions embedded in the “smart battery” discourage the theft of vehicles without batteries due to the complexity of implementing a system to enable them.

BRIEF DESCRIPTION OF THE FIGURES

Figure 1 shows a schematic diagram of the smart battery and connection elements.

Figure 2 shows the integration scheme of the components and the battery developed in this invention.

Figure 3 shows examples of a valid and invalid geo-fence with the same number of vertices.

Figure 4 shows the outline of the general geo-fence process.

Figure 5 shows the outline of the triangular weight characterization process to find a point on a polygon within the geo-fence.

Figure 6 shows a y-monotonous polygon.

Figure 7 shows the hardware block diagram of the geo-fence system.

Figure 8 shows the firmware process for ecti vid ad with platform cloud service and engine control.

Figure 9 shows the schematic diagram of the energized system.

Figure 10 shows the energy and temperature monitoring and measurement system.

DETAILED DESCRIPTION OF THE INVENTION

The characteristic details of the smart lithium-ion battery are clearly shown in the following description and in the accompanying illustrative drawings, the same reference signs serving to indicate the same parts.

The smart battery (110) was technically developed for short-distance public mobility using 3-passenger electric vehicles (driver + 2 passengers), where most of the functions and the total cost of purchasing the vehicle reside in the smart battery ( 110), allowing the manufacture of a vehicle without a battery (202) at a competitive cost with the current value offers based on internal combustion engines (example: motorcycle taxis). The model is based on the sale of energy combined with the rent of smart batteries (110), both included in the same price of "charge" (replacement) of the battery (202), where the discharged battery is replaced by a charged one. at full charge, for a “power charge price” that includes both the cost of electricity in the battery (202), as well as the rent thereof, at a competitive price against the charge of fossil fuel. This is possible since the cost of electricity as fuel for electric vehicles is much lower than that of fossil fuels. A technical implementation of Geo-fence on the smart battery (110), discourages the theft of vehicles and battery packs (202). The rest of the functions embedded in the smart battery (110) discourage the theft of vehicles without batteries (202) due to the complexity of implementing a system to enable them.

As shown in Figure 1, the intelligent lithium ion battery (110) is incorporated into electric vehicles, which includes the following functions "embedded" in its control card and in the complete system for data management of the themselves:

• Cloud Connectivity (103),

• Geo-fence or position control (105),

• Vehicle steering and traction control software and hardware (104),

• Loading and unloading management system (109),

• Measurement and reporting to the Cloud of available energy and temperature in the battery (107),

• A data center (101) for information management of smart batteries (110),

• Charging stations (102),

• Temperature, voltage, current and acceleration sensors (106),

• Device for the GPS global positioning system (108),

Joining the individual battery cells within the battery pack prevents disassembly without damage.

The relationship between the components, that is, the data they exchange and the actions they perform are shown in figure 2 The operation of the smart battery (110) according to figure 2 is carried out by means of the system of charge and discharge management (109) which obtains the data of the battery variables that are obtained from the temperature, voltage, current and acceleration sensors (106). The lithium battery (202) powers the engines (203), which are connected to the vehicle's steering and traction control software and hardware (104). The device for the GPS global position system (108) generates location data that feeds the position control algorithm (201) where the geo-fence control (105) can be carried out and which affects the software and vehicle steering and traction control hardware (104) for engine control (203). The measurement and reporting system to the cloud of available energy and temperature in the battery (107), receives data information on the physical variables obtained from the temperature, voltage, current and acceleration sensors (106), from the Engine data obtained from vehicle steering and traction control software and hardware (104) and position data from the position control algorithm (201), information that is transmitted to the cloud (103).

The integration of the components shown in Figure 2 results in the following characteristics:

1) Personal security, by preventing the vehicle from circulating through areas restricted to small and low-speed vehicles, such as large avenues or highways, for example, the peripheral of Guadalajara or Mexico City.

2) Patrimonial security, by discouraging the theft of a vehicle or battery (202) that can only be used in a defined perimeter and streets.

3) Intelligent management of vehicle charging, by sending data on its position and condition of the battery (202) which is calculated at the time it must go to the charging station (102) to replace the battery (202) by a charged one.

5) Significant reduction in the cost of the vehicle without a battery (202), by integrating most of the critical and high-cost components in this battery (202).

Geo close to the smart battery (110).

Geo-fence is a technology based on global positioning systems (GPS) that establishes a limit around a geographical location. The functionalities of a geo-fence are really basic, but with enormous potential for security issues, driving cycle studies that is of high statistical value to automotive manufacturing companies and for location-based services connected to the cloud (103) .

The intelligent lithium ion battery (1 10) for electric vehicles incorporates in its embedded system the combination of GSM / GPRS and GPS technologies for satellite navigation. The embedded system has the ability to disable the vehicle's traction and steering control software and hardware (104) when the vehicle exceeds the geographic limit defined in a geofence that is valid as shown in Figure 3.a) by means of a triangulation that determines if a position or a point is inside a polygon or the geo-fence in your case, at the same time figure 3.b) shows the definition of an invalid geo-fence, because the sections they cut each other. The geo-fence algorithm is based on a mathematical method to determine if a point is inside or outside a polygon, which is called triangular weight characterization. The algorithm that shows the geo-fence solution is shown in figure 4. In this algorithm the relevant variables are:

• gi: Point of interest or keep inside,

• gO: Point of no interest or not close,

• r: New position,

• P: Position to be evaluated within the geo-fence.

The process described in Figure 4 comprises the following steps:

1) The geo-fence and its components are defined (401), which includes the definition of the variables gi and gO,

2) A new interest position (402) is established, which would be of the type r = (x, y),

3) It is verified if the new position is within the points of interest (gi) in the geo-fence (403), which corresponds to P (r, gi),

4) If YES, it is verified that the new position is at the points of no interest and / or not approach (gO) within the geo-fence (404), which corresponds to P (r, gO) , this step will be executed for each gO,

5) In case the condition in (404) is not met, proceed to step (402),

6) In case the condition in (404) is met, the geo-fence is established as violated (405),

7) The geo-fence violation action and response is carried out (406), which corresponds to the shutdown of the vehicle's traction and steering control software and hardware system (104). The triangle weight or triangular weight characterization method subdivides the geo-fence domain into a finite number of triangles, then iterates over each triangle to determine if the given position of interest is within the geo-fence. The initialization step subdivides each of the original geo-fences from simple polygons to valid y-monotone polygons, and then to triangles as shown in the algorithm in Figure 5. In this algorithm the relevant variables are:

• r: Point or position of interest,

• p: Given geo-fence polygon,

• M: Number of y-monotonous polygons,

• N: Number of triangles.

The process described in Figure 5 comprises the following steps:

1) The position of interest (r) and the polygon of the geo-fence (p) are established.

(501),

2) The geo-fence is divided into M polygons and monotones (502),

3) Divide each y-monotone polygon into N triangles (503),

4) It is verified if (r) is inside the triangle (504),

5) In case step 4 is fulfilled, (r) is within p (507),

6) In case step 4 is not fulfilled, it is verified if it is the last triangle

(505),

7) In case step 6 is not fulfilled, the following triangle of (p) is verified,

8) In case step 6 is fulfilled, it is established that (r) is outside P ·

A y-monotonous polygon is one in which any line perpendicular to the axis intersects the polygon only twice as shown in figure 6.

The following is a pseudocode of the algorithm in Figure 5:

Inputs: p is a simple polygon

r is the Interest position

Outputs: If p contains r it is true, otherwise it is false

Initialization:

1: Divide p into M y-monotonous polygons

2: for all M polygon y-monotonous within p do

3: Divide M y-monotonous polygons to N triangles

4: end for

Execution loop:

5: for all N triangles within p do

6: if N contains r then

7: return true

8: end yes

9: end for

10: return false

Geo-fence hardware smart battery (110).

Figure 7 shows the hardware that allows the smart battery (110) to obtain the data on the geolocation of the system is based on a SIMCOM module (701), which is a SIM808 that corresponds to a complete module of quad-band GSM / GPRS that combines GPS technology for satellite. This module comprises a GSM antenna (704), a GPS antenna (703), a SIM card interface (708) and an RS 232 communication interface (702), which does not necessarily it is subject to being the only protocol to use, any wireless communication protocol such as Bluetooth, LoRA, Zigbee or also any wired serial protocol such as RS-485, LIN, CAN-J 1939 can be used. The SIMCOM module (701) is connected to an ATSAM3X8E (705) microcontroller, which has an RS 232 (702) communication interface, which is not necessarily subject to being the only protocol to use, any wireless communication protocol such as Bluetooth, LoRA, Zigbee can be used or also any wired serial protocol such as RS-485, UN, CAN-J 1939. The module in the smart battery (110) requires a 3.4v ~ 4.4v power supply, works at a GSM frequency of 850MHz, has an antenna for GPS ( 703) another for GSM (704) and lastly it uses a SIM card (706) with its interface (707) which is the one that provides the mobile phone data service in a 2G network. The use of the SIM card (706) is essential in GSM networks or for devices that use mobile phone protocols.

The SIMCOM module (701) that is in charge of connecting to the cloud (103) is enabled to communicate with the main processing block that is responsible for processing the information through serial communication.

Firmware geo-fence smart battery.

The main firmware that will manage the connection to the cloud (103) and the obtaining of coordinates will be embedded in the ATSAM3X8E microcontroller (705). The firmware is in charge of sending the data frames to the cloud service platform (103) and engine control (203) where the algorithm is shown in figure 8. The algorithm of figure 8 comprises the following steps:

1) Port initialization is carried out (801),

2) Timeout: Time out which must be a minimum delay of 200 ms (802). Waiting time: Time out all the electronic devices that integrate, hardware, firmware or software inside need a minimum time to finish with a specific task or process that is currently running and to continue with the next action or process. . These times are determined by consulting the manufacturer's data sheets or by previously characterizing the system,

3) Configuration of the ATSAM3X8E microcontroller (705) for the speed of communication protocols (803),

4) Configuration of the SIMCOM module (701) is performed for the speed of communication protocols (804),

5) The SIMCOM module (701) (805) is initialized,

6) Waiting time: Time out which must be a minimum delay of 3 seconds (806),

7) The GPS system (807) is started,

8) It is verified that the GPS system is turned on (808),

9) In case the GPS system is not turned on, go back to step

7,

10) If the GPS system is turned on, the initial GPS coordinate reading (809) is performed,

1 1) Waiting time: Time out which must be a minimum delay of 3 seconds

(810),

12) The request for an IP is made by DHCP (811),

13) Verify that the IP request is successful (812),

14) In case the IP request is not successful, go back to step 12, 15) If the IP request was successful, a TCP / IP connection is established (813),

16) Sending and requesting to the cloud service platform (814),

17) The geo-fence algorithm (815) is carried out. (This algorithm is found in figure 4).

Energized system.

Figure 9 shows the energized system. The lithium battery bank (202) is an acquired system which has the ability to measure the temperature of the batteries, monitor the current of the entire module to take actions in protection against current, as well as voltage consumption.

The battery bank (202) is capable of delivering 96v and 40Ah. The 96V delivered by the bank is regulated to 12V by means of a reducer (901), 12V is regulated to two voltages, one of 5V by means of a reducer (902) that regulates the energy to deliver voltage that feeds the system circuitry main embedded (905); and another 24V voltage by means of an incrementor (903) that supplies the motor controllers (904).

Monitoring of temperature and energy in the batteries.

Figure 10 shows the energy and temperature monitoring and measurement system. The battery management system (1002) or Battery Management System (BMS) in English, is a very common energy system in lithium batteries that consists of an electronic system with a control for charging and discharging energy, control of battery protection so that it does not operate outside its safe operating range (Safe Operating Area) both in terms of voltage and current, state of charge, and finally temperature. The readings of voltage levels and temperature readings (1001) to then enter the battery management system (1002) and thus protect the circuitry of the main embedded system (905).

Other relevant applications of battery management systems (1002) is to be in charge of controlling very specific physical parameters such as regenerative braking in the case of some electric vehicles. Indicators that the battery management system (BMS) has:

Voltage

• 96V-106V charged battery

• Voltage level between 96V-77V. Downloading

• Voltage level between 96V-77V. Loading

• Voltage level less than 72V. In protection

Temperature

• Temperature below 45 ° C

• Temperature between 45 ° C and 50 ° C

• Temperature above 50 ° C. In protection

The foregoing description of the disclosed definitions is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these definitions and / or implementations will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein, but rather should be given the broadest scope consistent with the following claims and the novel principles and features described herein.

Claims

CLAIMS Having sufficiently described my invention, I consider as a novelty and therefore claim as my exclusive property, the content of the following clauses: 1 An intelligent lithium ion battery for use in public or private mobility in electric vehicles characterized by understanding : to. Connectivity to N ube, b. Geo-fence or position control, c. Vehicle steering and traction control software and hardware, d. Loading and unloading management system, e. Measurement and reporting to the cloud of available energy and temperature in the battery, f. A data center for information management of the smart battery or batteries, g. Charging stations, h. Temperature, voltage, current and acceleration sensors, i. Device for the GPS global positioning system. 2. The intelligent lithium-ion battery for use in public or private mobility in electric vehicles according to claim 1, wherein said battery is operated by means of a charge and discharge management system in accordance with the following steps : to. The charge and discharge management system obtains the data of the battery variables that are obtained from the temperature, voltage, current and acceleration sensors, where: i. The module in the smart battery requires a 3.4v ~ 4.4v power supply, it works at a GSM frequency of 850MHz, it has an antenna for GPS, another one for GSM and finally it uses a SIM card with its interface which is the one that provides the data service. mobile phone in a 2G network, b. The lithium battery powers the engines, which are connected to the vehicle's steering and traction control software and hardware, c. The device for the GPS global position system generates location data that feeds the algorithm or sequence of position control steps where the geo-fence control can be carried out and which affects the traction control software and hardware and vehicle steering for engine control, this includes: i. The battery that incorporates in its embedded system the combination of GSM / GPRS and GPS technologies for satellite navigation, this system has the ability to disable the vehicle's traction and direction control software and hardware when it exceeds the geographic limit defined in a geo-fence that is valid, using a triangulation algorithm that determines whether a position or a point is within a polygon or the geo-fence in your case; The hardware that enables the smart battery to obtain data on the geolocation of the system includes:

one . A SI MCOM module, which is a complete quad-band GSM / GPRS module that combines GPS technology for satellite, this module comprises a GSM antenna, a GPS antenna, an interface for SIM card and an RS232 communication interface, which is not necessarily subject to being the only protocol to use, any wireless communication protocol can be used or also any wired serial protocol,

2. The SIMCOM module is connected to an ATSAM3X8E microcontroller, which has an RS232 communication interface, which is not necessarily subject to being the only protocol to use, any wireless communication protocol or also any serial protocol can be used wired,

ii. The geo-fence algorithm is based on a mathematical method to determine if a point is inside or outside of a polygon, which is called the triangular weight characterization, in this algorithm the relevant variables are: gi: Point of interest or keep inside, gO: Point of no interest or not close, r: New position, P: Position to evaluate within the geo-fence, the process includes the following steps:

one . The geofence and its components are defined, which includes the definition of the variables gi and gO,

2. A new interest position is established, which would be of the type r = (x, y),

3. It is verified if the new position is within the points of interest (gi) in the geo-fence, which corresponds to P (r, gi),

4. If it is YES, it is verified that the new position is at the points of no interest and / or not approach (gO) within the geo-fence, which corresponds to P (r, gO), this step will be run for every gO,

5. In case the condition in section 4 is NOT met, proceed to step 2,

6. In case the condition in numeral 4 is fulfilled, the geo-fence is established as violated,

7. The geo-fence violation action and response is carried out, which corresponds to the shutdown of the vehicle's steering and traction control software and hardware system,

d. The measurement and reporting system to the cloud of available energy and temperature in the battery receives data information on the physical variables obtained from the temperature, voltage, current and acceleration sensors, from the motor data obtained the vehicle's steering and traction control software and hardware and the position data of the position control algorithm, information that is transmitted to the cloud; This is achieved through the SIMCOM module that is responsible for connecting to the cloud; where it is enabled to communicate with the main processing block that is responsible for processing the information through serial communication. 3. The smart lithium-ion battery for use in public or private mobility in electric vehicles according to claim 1, where the main firmware that will manage the connection to the cloud and obtain coordinates will be embedded in the ATSAM3X8E microcontroller; The firmware is in charge of sending the data frames to the cloud service platform and control of the motors through the following sequence of steps:

to. Port initialization takes place,

b. Waiting time: which must be a delay of 200 ms,

c. The configuration of the ATSAM3X8E microcontroller is performed for the speed of communication protocols,

d. Configuration of the SIMCOM module is performed for the speed of communication protocols,

and. The SIMCOM module is initialized,

F. Waiting time: Time out which must be a minimum delay of 3 seconds,

g. The GPS system is started,

h. It is verified that the GPS system is turned on,

i. In case the GPS system is not turned on, it returns to step g),

j. If the GPS system is turned on, the initial GPS coordinate reading is performed,

k. Waiting time: Time out which must be a minimum delay of 3 seconds,

L. The request for an IP is made by DHCP,

m. The IP request is verified to be successful,

n. In case the request for the IP is not successful, it is returned to step I),

or. If the IP request was successful, a TCP / IP connection is established, eg. Sending and requesting to the cloud service platform, q. The geo-fence algorithm established in the claim 2.

4. The smart lithium ion battery for use in public or private mobility in electric vehicles according to claim 1, which includes a battery bank that is capable of delivering 96v and 40Ah; the 96V delivered by the bank are regulated to 12V by means of a reducer, 12V is regulated to two voltages, one of 5V by means of a reducer that regulates the energy to deliver voltage that feeds the circuitry of the main embedded system; and another 24V voltage by means of an incrementer that supplies the motor controllers; Additionally, the voltage level readings and the temperature readings are verified to then enter the battery management system and thus protect the circuitry of the main embedded system.