KR102659493B1 - Apparatus for optimzing vehiclel battery management and performing vehicle emergency starting using Aritificial Intelligence and Big Data - Google Patents

Abstract

The vehicle emergency charging device includes a primary battery module, a first switch, a secondary battery module, a second switch, a booster, and a third switch. The first switch connects the primary battery module to the starting motor of the vehicle, the secondary battery module is connected in parallel with the primary battery module, the second switch connects the secondary battery module to the starting motor, and the booster unit connects the primary battery module to the starting motor. The secondary battery module is boosted using the supplied current, and the third switch connects the primary battery module and the secondary battery module through the booster unit. According to this configuration, since the booster boosts the voltage of the primary battery module and supplies it to the secondary battery module, the secondary battery module can be charged even when the voltage of the primary battery module is lower than the voltage of the secondary battery module, Even when both the primary and secondary battery modules are discharged, voltage for starting the vehicle can be supplied.

Description

Optimizing vehicle battery management and performing vehicle emergency starting using artificial intelligence and big data {Apparatus for optimizing vehicle battery management and performing vehicle emergency starting using Aritificial Intelligence and Big Data}

The present invention relates to optimizing vehicle battery management using artificial intelligence and big data, a vehicle emergency starting device, and a control method. More specifically, using artificial intelligence and big data to optimize vehicle battery management and discharge the vehicle to the point where starting is impossible. It relates to vehicle battery management optimization and vehicle emergency starting devices and their control methods that allow the vehicle to be started even in this case.

Conventional methods that can be used when a car battery is discharged include a method of starting the car using another vehicle's battery and a jump line, and a method of charging the car battery using a dedicated battery charger. The disadvantage is that it is impossible to solve the problem in a situation where there is no dedicated battery.

As a prior art to solve this problem, Republic of Korea Patent No. 10-1571110 is a high capacitance storage device (e.g., super secondary battery, ultra secondary battery, electric double layer secondary battery) with low resistance and capable of rapid charging and discharging. A technology is being disclosed to receive current from a discharged battery, charge the voltage, and provide current to the discharged vehicle battery again through high-output discharge.

However, in the prior art, if the voltage of the vehicle battery is lower than the voltage of the high capacitance storage device, as in the case where the battery installed in the vehicle is discharged to a state where the engine cannot be started, the high capacitance storage device cannot be charged. Another problem is that if both the vehicle battery and the high capacitance storage device are discharged, no action can be taken.

Republic of Korea Patent No. 10-1571110 (registered on November 17, 2015)

The present invention was developed to solve the above-described conventional problems, and its purpose is to provide a device and a control method that can supply voltage for starting a vehicle even when the basic battery module is discharged. Additionally, the purpose of the present invention is to provide a vehicle emergency starting device and method applicable to eco-friendly vehicles such as electric vehicles, hybrid vehicles, and hydrogen fuel cell vehicles. In addition, the present invention provides a vehicle emergency starting device optimized for a given vehicle through learning using artificial intelligence using big data on internal variables such as capacity, type, and status of batteries and capacitors and external variables such as ambient temperature and humidity. The purpose is to provide and method.

To achieve the above object, a vehicle emergency starting device using artificial intelligence and big data according to an embodiment of the present invention includes a basic module connectable to the starting motor of the vehicle through a first switch; A capacitor module or secondary battery module connectable to the starting motor in parallel with the battery module through a second switch; A booster connected between the primary battery module and the capacitor module or the secondary battery module through a third switch; a control unit that controls the operations of the switches and the booster; Big data DB storing big data related to vehicle starting; And an artificial intelligence (AI) module that selects an optimal emergency charging algorithm through learning using the big data, wherein the control unit boosts the current supplied from the primary battery module to the capacitor module or secondary battery module. The booster is controlled to charge.

In addition, the control unit controls the booster according to the optimal emergency charging algorithm selected by the artificial intelligence module, and the capacitor module or the secondary battery module has relatively better output performance than the basic battery module.

In addition, the control unit normally controls the first switch and the second switch to close and the third switch to open, and determines whether the vehicle can be started by the primary battery module or the secondary battery module, If it is determined that starting is impossible, the third switch is controlled to close.

In addition, when the third switch is closed, the control unit controls to open at least one of the first switch and the second switch, and determines whether the vehicle can be started by the primary battery module or the secondary battery module. If it is determined that starting is possible, the second switch is controlled to close.

Additionally, the control unit controls to stop the connection of the third switch when the number of connections of the third switch exceeds a preset standard number.

In addition, the emergency starting device includes a short-range communication module for communicating with a user terminal; And it further includes a long-distance communication module for performing long-distance communication with a remote server.

In addition, the control unit performs data communication with the remote server using a long-distance communication module in normal times, and communicates with the user terminal using a short-range communication module during an emergency start of the vehicle.

Additionally, the long-distance communication module is an LTE communication module, and the short-range communication module is a Bluetooth communication module.

In addition, in normal times, the vehicle emergency starting device operates by receiving a user's control command through LTE communication between the remote server and the user terminal, and during an emergency start of the vehicle, the vehicle emergency starting device directly connects to the user terminal through Bluetooth. It operates by receiving user control commands through communication.

Additionally, the basic battery module of the emergency starting device is a low-voltage battery normally installed in a vehicle.

According to the present invention, since the booster boosts the voltage of the primary battery module and supplies it to the secondary battery module, voltage for starting the vehicle can be supplied even when both the primary battery module and the capacitor (or secondary battery) module are discharged. There will be.

In addition, the control unit blocks the power of the capacitor (or secondary battery module) from flowing to a discharged battery or to the vehicle's dark current during starting, thereby reducing the loss of secured starting power.

Additionally, by using switching elements such as FET switches, b-contact relays, and latching relays, power consumption can be minimized during voltage boosting and when waiting for starting after voltage boosting, and emergency charging time due to voltage boosting can be minimized.

In addition, by determining the charging current according to the detected temperature, charging is limited at low temperatures, reducing the risk of the basic battery module composed of lithium-based batteries, enabling stable use of the emergency starting device even at low temperatures.

In addition, even when starting power is secured, it is possible to prepare for the final discharge situation by considering the limitations of re-discharge and residual energy due to long-term neglect.

Additionally, the vehicle emergency starting device can be configured to replace the vehicle's existing battery, making a separate vehicle battery unnecessary.

Additionally, the present invention is applicable to eco-friendly vehicles such as electric vehicles, hybrid vehicles, and hydrogen fuel cell vehicles.

In addition, the present invention provides devices and methods optimized for a given vehicle through learning using artificial intelligence using big data on internal variables such as the capacity, type, and state of the battery and capacitor and external variables such as ambient temperature and humidity. will be provided.

1 is a circuit diagram of a general vehicle emergency starting device according to a first embodiment of the present invention.
Figure 2 is a table summarizing the switch functions of the vehicle emergency starting device according to one aspect of the present invention.
Figure 3 is a table summarizing switch functions of a vehicle emergency starting device according to another aspect of the present invention.
Figure 4 is a conceptual diagram of a vehicle emergency starting system according to a first embodiment of the present invention applied to a general vehicle.
Figure 5 is a circuit diagram of an eco-friendly vehicle emergency starting device according to a second embodiment of the present invention.
Figure 6 is a conceptual diagram of a vehicle emergency starting system according to a second embodiment of the present invention applied to an eco-friendly vehicle.
Figure 7 is a configuration diagram of an active process applying AI.
8 is an equivalent circuit diagram of an internal combustion engine starting system.

Hereinafter, preferred embodiments of the present invention will be described with reference to the attached drawings.

1 is a circuit diagram of a vehicle emergency starting device according to a first embodiment of the present invention.

In Figure 1, the vehicle emergency starting device of the present invention basically includes a first switch 110, a capacitor module 120, a second switch 130, a booster 140, a third switch 150, and a control unit 160. ), and a basic battery module 170.

Here, the first switch (S1) (110), the second switch (S2) (130), and/or the third switch (S3) (150) are FET switches, b-contact relays, or It can be configured as a latching relay. In particular, since the first switch 110 is part of a high-current circuit through which a current of several tens of amperes (A) or more flows, selection of the type of switch to minimize power consumption is more important.

The basic battery module 170 is composed of a lead-acid battery commonly used as an automobile battery, or is composed of a lithium-ion battery (including a battery management system (BMS)), an LTO battery, a vanadium battery, and a sodium battery. possible. The basic battery module 170 is a low-voltage battery that performs the same functions as a car battery, that is, starting the vehicle, supplying power to the vehicle lighting mechanism in an emergency, supplying power to the vehicle's electrical components, and supplying power to the ignition coil. It is commonly used to replace attached lead acid batteries.

According to the first embodiment of the present invention, the vehicle emergency starting device shown in FIG. 1 includes a basic battery module 170, and therefore does not require a battery installed in a conventional vehicle. The vehicle battery emergency charging device of FIG. 1 preferably has an external configuration so that it can be mounted at the same location instead of a battery mounted on a conventional vehicle. Since there are generally two connection connections for the battery in a vehicle, the emergency starting device of FIG. 1 also consists of two external connection sections so that it can replace the existing vehicle battery.

However, unlike this, a lead acid battery normally attached to a vehicle can also be used as the basic battery module 170. In this case, the first switch 110 may be separated from the lead acid battery and provided in the emergency starting device, or it may be used without the first switch 110 with the lead acid battery always connected to the starting motor.

In Figure 1, the basic battery module 170 and the capacitor module 120 are connected in parallel to the starting motor of the vehicle, and the basic battery module 170 is connected in series to the first switch 110 (however, the basic battery module 170 ) can be implemented to be included in a battery management system (BMS) for a lithium-ion battery, etc., and is connected to the starting motor of the vehicle through a BMS) and a capacitor module (120). ) is connected to the starting motor of the vehicle through the second switch 130 connected in series. The basic battery module 170 may be composed of a lead acid battery or a lithium-ion battery, and the capacitor module may be composed of a combination of a plurality of unit capacitor units.

In Figure 1, the first switch 110 is located between the anode of the basic battery module 170 and the ungrounded terminal of the starting motor, and the second switch 130 is located between the anode of the capacitor module 120 and the ungrounded terminal of the starting motor. It is shown as being located.

In FIG. 1, the booster 140 is connected between the basic battery module 170 and the capacitor module 120, and boosts the current supplied from the basic battery module 170 by the third switch 150 to supply the capacitor module. Supplied to (120). When the third switch 150 is turned on, a closed circuit for voltage boosting is formed between the basic battery module 170 and the capacitor module 120.

According to this configuration, the voltage of the basic battery module 170 is lower than the voltage of the capacitor module 120 because the booster 140 boosts the voltage of the basic battery module 170 and supplies it to the capacitor module 120. Even in this case, the capacitor module 120 can be charged, and even when both the basic battery module 170 and the capacitor module 120 are discharged to the extent that they cannot be started independently, voltage for starting the vehicle can be supplied through boosting. There will be.

The capacitor module 120 has a lower charging capacity than the basic battery module 170, but has good output performance, so even if the engine cannot be started with the basic battery module 170, the capacitor module 120 can be charged through voltage boosting. Afterwards, the starting motor can be driven using the capacitor module 120.

The control unit 160 determines whether the vehicle can be started, and if it is determined that the vehicle cannot be started, connects the third switch 150 to connect the main battery module 170, the third switch 150, and the capacitor module 120. Drives the configured boosting circuit.

Meanwhile, the control unit 160 uses the terminal voltage of the basic battery module 170 and the capacitor module 120 connected in parallel, or the size of the internal resistance of the basic battery module 170 to determine whether the vehicle can be started. .

When a lead acid battery and a capacitor are connected in parallel and used, a rapid decrease in terminal voltage occurs below a predetermined SOC value (e.g., 20%). Using these characteristics, it is possible to accurately determine the SOC and, accordingly, whether the vehicle can be started.

In FIG. 1, the control unit 160 is a circuit equipped with an MCU and monitors and controls voltage, current, temperature, etc., and includes a third switch and is responsible for boosting the voltage between the basic battery module 170 and the capacitor module 120. and a voltage and current of the basic battery module 180 and the capacitor module 120 and a sensor that detects the surrounding temperature, and a current that limits the charging current flowing from the vehicle generator to the basic battery module 170. It is provided with a control unit, and in some cases, may be configured to include some or all of the control functions of a battery management system (BMS).

On the other hand, when the battery of the basic battery module 170 is a lithium-based battery, charging at a sub-zero temperature causes an increase in internal resistance due to plating and dendrite growth, and in severe cases, an internal short circuit situation. may result in Therefore, as shown in FIG. 1, when the charging current is determined according to the temperature detected through a control unit including a sensor for detecting the temperature and an MCU, at sub-zero temperatures, the basic battery module (170) operates in a low-temperature operation mode and uses low current. ), or by limiting charging altogether and charging only at room temperature, the risk of lithium-based batteries can be reduced.

Now, the manual process of the emergency starting device will be described with reference to FIG. 1.

First, the vehicle emergency starting device closes both the first switch 110 and the second switch 130 at normal times, that is, while parking or driving, and opens the third switch 150 to control the basic battery module 170 and the capacitor module 120. All operate while connected to a load such as the vehicle's starting motor (i.e., S1 close, S2 close, S3 open). At this time, the control unit 160 detects the voltage and temperature of the basic battery module 170 and the capacitor module 120 to determine whether starting is possible or whether emergency charging is necessary.

When using a lithium-ion series battery module as the basic battery module 170, the control unit 160 turns on the first switch 110 in sub-zero temperatures through detection of voltage, current, temperature, etc. even after the vehicle has successfully started. Open to limit charging from the vehicle generator to the lithium-ion battery module, and when the temperature is above zero, the first switch 110 can be closed to charge the lithium-ion battery module.

Meanwhile, if it is determined that starting the vehicle is impossible, the control unit 160 opens the normally closed first switch 110 and second switch 130 and closes the third switch 150 (i.e., S1 open, S2 open , S3 close). According to this configuration, the starting power secured by blocking the power of the capacitor module 120 from flowing to the discharged basic battery module 170 or the dark current of the vehicle during emergency charging through voltage boosting and starting of the vehicle. Losses can be reduced and the engine can be started as quickly as possible.

Alternatively, the control unit 160 may close the third switch 150 while closing either the first switch 110 or the second switch 130 (i.e., S1 open, S2 close, S3 close, or S1 close, S2 open, S3 close). According to this configuration, even when the voltage is boosted, either the first switch 110 or the second switch 130 is closed so that a minimum amount of current flows into the vehicle, which has the effect of preventing the vehicle's electrical components from being reset.

Next, the control unit 160 detects the voltage of the capacitor module 120 and determines whether the vehicle can be started or whether emergency charging is complete. At this time, it is desirable to determine the charging completion voltage by detecting the surrounding temperature.

When the control unit 160 determines that emergency charging is complete, the control unit 160 closes the second switch 130 and opens the third switch 150 to maintain a state in which the vehicle can be started. At this time, closing the first switch 110 has the effect of charging the discharged primary battery module 170 while waiting for the vehicle to start while the secondary battery module 120 is charged, and the first switch 110 ), it is possible to prepare to start the vehicle without energy loss while the secondary battery module 120 is charged (i.e., S1 open/close, S2 close, S3 open).

In other words, if the second switch 130 is closed and the third switch 150 is opened after emergency charging, the vehicle will be in a state of waiting for start-up with charging completed, and in this state, the vehicle will be activated using a physical button or a dedicated application. It is a manual process to perform connection of the third switch 150 only when there is a user input.

In the manual process, the control unit 160 determines whether the engine can be started when there is a user input, and if the engine cannot be started, it charges the secondary battery module 120 through the booster unit 140.

According to this configuration, even when starting power is secured, if re-discharge occurs due to long-term neglect, the re-boosting process can be performed manually.

Now, the active process of the emergency starting device will be described with reference to FIG. 1. The active process is a process that maintains the voltage of the secondary battery module in a state that allows the vehicle to start at all times. The active process is a process that includes voltage detection and automatic charging of the capacitor module 120 in the control unit 160.

First, the vehicle emergency starting device closes both the first switch 110 and the second switch 130 and opens the third switch 150 in normal times, so that both the primary battery module 170 and the secondary battery module 120 are connected to the vehicle. It operates while connected to a load such as a starting motor (i.e., S1 close, S2 close, S3 open). At this time, the control unit 160 detects the voltage and temperature of the secondary battery 120 module and the primary battery module 170 to determine whether starting is possible or whether emergency charging is necessary.

When it is determined that the vehicle can be started and the vehicle is started, the control unit 160 opens the first switch 110 in sub-zero temperatures through detection of voltage, current, temperature, etc. even after the vehicle has successfully started. Charging of the ion-based basic battery module 110 is limited, and when the temperature is above zero, the first switch 110 is closed to charge the basic battery module 110.

Meanwhile, if it is determined that starting the vehicle is impossible, the control unit 160 opens the normally closed first switch 110 and second switch 130 and closes the third switch 150 (i.e., S1 open, S2 open , S3 close). According to this configuration, the starting power secured by blocking the power of the capacitor module 120 from flowing to the discharged basic battery module 170 or the dark current of the vehicle during emergency charging through voltage boosting and starting of the vehicle. Losses can be reduced and the engine can be started as quickly as possible.

Alternatively, the control unit 160 may close the third switch 150 while closing either the first switch 110 or the second switch 130 (i.e., S1 open, S2 close, S3 close, or S1 close, S2 open, S3 close). According to this configuration, even when the voltage is boosted, either the first switch 110 or the second switch 130 is closed so that a minimum amount of current flows into the vehicle, which has the effect of preventing the vehicle's electrical components from being reset.

Next, the control unit 160 detects the voltage of the capacitor module 120 and determines whether the vehicle can be started or whether emergency charging is complete. At this time, it is desirable to determine the charging completion voltage by detecting the temperature.

When the control unit 160 determines that emergency charging is complete, the control unit 160 closes the second switch 130 and opens the third switch 150 to maintain a state in which the vehicle can be started.

At this time, closing the first switch 110 has the effect of charging the discharged basic battery module 170 while waiting for the vehicle to start while the capacitor module 120 is charged, and turning the first switch 110 on. When opened, the capacitor module 120 can be prepared to start the vehicle without energy loss while in a charged state (i.e., S1 open/close, S2 close, S3 open).

Even while maintaining this state, the control unit 160 detects the voltage and temperature of the capacitor module 120 to determine whether starting is possible. If it is determined that the capacitor module 120 is discharged and starting is impossible, the second switch 130 ) is closed, the third switch 150 is closed to charge the capacitor module 120 through a voltage boosting process (i.e., S1 open/close, S2 close, S3 close) (automatic charging process).

In other words, if the second switch 130 is closed and the third switch 150 is opened after emergency charging, the vehicle is in a state of waiting for start-up with charging completed, and the second switch 130 and the third switch ( If all 150) are closed, even if a voltage drop occurs in the secondary battery module 120 while waiting for starting, the secondary battery module 120 is maintained in a fully charged state through a re-boosting process.

Here, the control unit 160 may limit emergency charging through automatic connection of the third switch 150 when the boosting and re-boosting process is more than a preset standard number or the voltage of the basic battery module 170 is less than a predetermined minimum value. In this way, when the automatic connection of the third switch 150 is interrupted, it can be implemented to switch to a manual process that performs the connection of the third switch 150 only when there is a user input.

Figure 2 is a table summarizing the switch operation of the vehicle emergency starting device according to one aspect of the present invention. As shown in Figure 1, it is about a structure equipped with three switches.

Basically, in normal times (i.e., when the vehicle is started or when the vehicle is running), the first switch 110 and the second switch 130 are closed and the third switch 150 is opened to connect the basic battery module 170 and the capacitor module. (120) is maintained at equal potential. In addition, during boosting, the third switch 150 must be closed to drive the boosting circuit, and after pressure boosting is completed and starting is possible, the second switch 130 must be closed to prepare for starting through the secondary battery module 120. do.

By opening the first switch (S1), current consumption due to the discharged basic battery module 170 can be limited, and by opening the second switch (S2), the current consumed by the dark current of the vehicle (load) can be limited. there is. Even after the vehicle is successfully started, the temperature can be detected and the opening and closing of the first switch (S1) and/or the second switch (S2) can be adjusted according to the temperature.

Figure 3 is a table summarizing switch functions of a vehicle emergency starting device according to another aspect of the present invention. This is equivalent to the structure in which the first switch 110 is always closed in FIG. 1, and can be said to correspond to a structure in which a battery always connected to the starter motor, such as a vehicle battery, is used as a basic battery module.

Basically, in normal times, that is, when parking or driving the vehicle, the second switch 130 is closed and the third switch 150 is opened to maintain the basic battery module 170 and the capacitor module 120 at the same potential. In addition, during boosting, the third switch 150 must be closed to drive the boosting circuit, and after pressure boosting is completed and starting is possible, the second switch 130 must be closed to prepare for starting through the capacitor module 120.

If the second switch 130 is opened during boosting, the current consumed as the dark current of the vehicle (load) can be limited, and if the third switch 150 is closed during startup standby, the boosting circuit continues to operate and the capacitor module The voltage drop of (120) can be prevented.

Figure 4 is a conceptual diagram of a vehicle emergency starting system according to a first embodiment of the present invention applied to a general vehicle.

In the case of a general vehicle driven by an engine, power is applied to the starter motor using a 12V lead acid battery. Therefore, in the first embodiment, the switching operation is performed according to the table in FIG. 3 using the existing lead-acid battery attached to the vehicle as the basic battery module 170, or the lead-acid battery attached to the vehicle is removed and the basic battery module 170 is used. This corresponds to the case where the built-in vehicle emergency starting device is installed and the switching operation is performed according to the table in FIG. 2.

In Figure 4, the emergency charging device is indicated as a regenerative starting system 200. The regenerative starting system has a structure that includes a basic battery module 260, a capacitor module, a switch, and a control unit (including a booster unit).

The vehicle emergency starting device used in the vehicle emergency starting system of Figure 4 is a big data DB (230) that stores massive data related to vehicle starting and artificial intelligence that selects the optimal emergency charging algorithm through learning using big data. It is equipped with an (AI) module 220, and furthermore, a short-distance communication module 250 for communicating with electrical components inside the vehicle and the user's portable terminal 280, and a long-distance communication for performing long-distance communication with a remote server 270. It is equipped with up to a module (270).

The big data DB 230 contains battery internal information (battery type, SOC (State Of Charge), SOH (State Of Health), internal resistance, etc.) and external information (temperature, humidity, season, date, etc.) , SOH, internal resistance, etc.).

In general, battery capacity is sensitive to temperature, so the lower the temperature, the lower the battery performance and the greater the energy required for starting. Additionally, the energy required for starting also varies depending on SOH and SOC. The energy required for starting also varies depending on the vehicle's energy source (gasoline, diesel, electricity, hydrogen, etc.) and the size of the vehicle (engine power, high-voltage battery specifications for electric vehicles, etc.).

Accordingly, the various information described above is collected in large quantities, organized into big data, and stored in the big data DB 230, while the same data can also be stored and/or processed by sending it to the remote server 270 or the user terminal 280. there is.

Meanwhile, an AI module 220 equipped with an optimization AI algorithm is needed to find the optimal starting power value under a given situation using a large amount of data stored in the big data DB 230. The optimization AI algorithm sets a target charging voltage targeting the capacitor module or secondary battery module, sets a route to complete emergency charging in the minimum time by appropriately applying step-by-step step-up or step-down, and uses an active processor. By applying it, the optimal battery condition is maintained so that the battery can be started with the learned power value.

In addition, a short-range communication module 250 such as Bluetooth for communicating with electrical components inside the vehicle or the user's portable terminal 280 and a long-distance communication module 240 such as LTE for performing long-distance communication with the remote server 270. Equipped with

Considering emergency charging situations due to power shortage, a communication method that can minimize power consumption during operation is needed. To this end, by mounting both Bluetooth and LTE modules at the same time and applying appropriate communication technology for each situation, the LTE module, which normally consumes relatively more power but is capable of transmitting data over long distances, is operated, and the Bluetooth module, which consumes relatively less power, is turned on or off. You can turn it off. However, if the battery is discharged to a voltage level below a certain level, the LTE module is turned off and only the Bluetooth module is turned on.

The LTE communication module 240 is used to send and store data stored in the big data DB 230 to the remote server 270, and LTE communication is also used to transmit and receive data between the remote server 270 and the user terminal 280. do. Furthermore, it is possible to receive OBD2 information mounted on the vehicle, such as vehicle location information, fuel efficiency, driving information, vehicle operation status, battery information, and various temperatures, and transmit vehicle status and fault information to the remote server 270 via LTE, thereby transmitting the vehicle status and fault information to the remote server 270. The emergency starting device can be remotely controlled through the remote server 270 using a dedicated application mounted on 280.

Meanwhile, when the battery is discharged to a voltage level below a certain level, vehicle and battery information is sent to the user terminal 280 using the low-power Bluetooth module 250 instead of the LTD communication module 240, and the user terminal 280 Information is transmitted to the server using the LTE communication module 240. Power control required for battery startup is performed through Bluetooth communication with the user terminal 280.

In other words, the vehicle emergency starting device operates by receiving a user's control command through LTE communication between the vehicle emergency starting device, the remote server, and the user terminal in normal times, and during an emergency start of the vehicle, the vehicle emergency starting device It operates by receiving user control commands through direct Bluetooth communication with the user terminal.

In addition to the above-mentioned Bluetooth, types of short-range wireless communication that can be used include RFID, BTE, Wi-Fi, BLE, Zigbee, and Z-Wave, and long-distance wireless communication means include Wi-Fi HaLow, 3~5G, LTE, and LTE. -M, EC-GSM, NB-IoT, MIOTY, LoRa, Sigfox, satellite communication, etc. may be included.

Figure 5 is a circuit diagram of an eco-friendly vehicle emergency starting device according to a second embodiment of the present invention.

The second embodiment differs from the first embodiment in that it uses a secondary battery module instead of a capacitor module and targets eco-friendly vehicles driven by high-power/high-voltage batteries.

The secondary battery module must be composed of a secondary battery that has better battery output performance than the primary battery module and can start the engine by receiving the residual energy even when the primary battery module is discharged. In addition to lithium-based batteries such as nickel-based batteries such as nickel-cadmium batteries and nickel-hydrogen batteries, lithium-ion batteries, lithium-air batteries, lithium-sulfur batteries, and solid-state batteries, there are various types of next-generation batteries currently under development. It can be used as a car battery module, and the output performance of the battery is better than that of the basic battery module, so it is sufficient if it satisfies the conditions for starting the engine by receiving the residual energy of the basic battery module.

The characteristics of this secondary battery module are the same as the capacitor module of the first embodiment in that the output performance is relatively better than that of the primary battery module.

Accordingly, the operation of the secondary battery module 180 in the second embodiment is performed the same as the operation of the capacitor module 120 in the first embodiment. However, when using a lithium-ion battery as the secondary battery module 180, unlike the capacitor module 120, it operates in a low-temperature operation mode in sub-zero temperatures to charge the secondary battery module 180 with low current. By limiting charging altogether and charging only at room temperature, the risks of lithium-based batteries can be reduced.

Meanwhile, in the case of electric vehicles as a representative example of eco-friendly vehicles, the 12V low-power battery is charged through a low-voltage DC-DC converter (LDC), and the voltage of the low-power battery must be sufficient to power the vehicle's electrical load and perform battery management of the high-power/high-voltage battery. It is a structure that operates a high-power/high-voltage battery through a system (BMS) to supply power to the driving motor and start the engine.

Therefore, the primary battery module 170 is charged through the LDC of the eco-friendly car instead of the vehicle generator of a regular car, and the charging voltage of the secondary battery module 180 is applied to the electric load of the eco-friendly car instead of the starting motor of a regular car. Except for this point, the boosting process and structure, which are the core of the invention, are the same in the first and second embodiments.

Therefore, detailed description of the circuit of FIG. 5 will be omitted.

Figure 6 is a conceptual diagram of a vehicle emergency starting system according to a second embodiment of the present invention applied to an eco-friendly vehicle.

Compared to FIG. 4, an eco-friendly vehicle is used instead of a regular vehicle, and the mechanism is the same as that of FIG. 4 except for the part where the high-voltage battery is converted to low voltage to charge the electric load and the low-voltage battery.

In FIG. 6 , the emergency charging device is indicated as a regenerative starting system 200, and the regenerative starting system has a structure that includes a low-voltage battery 260, a secondary battery module, a switch, and a control unit (including a booster unit).

The vehicle emergency starting system in Figure 6 also includes a big data DB (230) that stores massive data related to vehicle starting and an artificial intelligence (AI) module (220) that selects the optimal emergency charging algorithm through learning using big data. It is further equipped with a short-distance communication module 250 for communicating with electrical components inside the vehicle and the user's portable terminal 280, and a long-distance communication module 270 for performing long-distance communication with the remote server 270.

Hereinafter, the specific operation of the vehicle emergency starting system of FIG. 6 is substantially the same as that of FIG. 4, and therefore detailed description will be omitted.

Figure 7 is a configuration diagram of an active process applying AI.

The AI module runs an optimization AI algorithm to find the optimal starting power value. 7 is an active process configuration of an emergency starting device according to an example AI algorithm.

First, when the vehicle wants to start, the AI module reflects various variable values during startup to calculate the optimal starting power value. For internal combustion engine vehicles, this includes engine and starter motor specifications, vehicle driving data, etc., and for eco-friendly vehicles, it includes LCC and electric load power data, etc. Variable values during startup include ambient temperature, battery SOC, SOH. It includes the time taken from the end of final startup to the present. If the vehicle information is set to a unique value, it is desirable to apply the unique value and if it is not set, only reflect the learning.

If an emergency start is attempted and successful, the existing data is optimized by reflecting the starting power value, the starting power data is learned and reflected in big data, the starting power value is calculated through the obtained data, and the regenerative starting mode is completed. .

If the emergency start fails, the failure power value is learned as accumulated data and reflected in the big data. The learning data is readjusted and optimized to secure the data, then the start power value is calculated and the regenerative start mode is completed.

When the regenerative start mode is completed, an active process is started, and when necessary, that is, when it is determined that the discharge has reached a level where emergency start is not possible, the active process to restart the regenerative start mode is performed.

Figure 8 is an equivalent circuit diagram of a general internal combustion engine starting system.

로, 배터리 모듈 전압(Vb), 단자전압(E), 저항 (Rb+Rs) 전압과의 관계는 수식

로 각각 나타낼 수 있다. 이때, V_b는 배터리 모듈 전압, R_b는 배터리 내부저항, R_s는 시동모터의 로터 저항, E는 단자 전압이다.Referring to Figure 8, the definition of the current supplied to the capacitor module, battery module, and starting motor is given by the formula

The relationship between battery module voltage (Vb), terminal voltage (E), and resistance (Rb+Rs) voltage is given by the formula:

Each can be expressed as At this time, V _b is the battery module voltage, R _b is the internal resistance of the battery, R _s is the rotor resistance of the starting motor, and E is the terminal voltage.

로 나타낼 수 있고, 이때, E_ss는 정상상태에서의 단자 전압이고, I_L은 시동 전류이다. 시동모터가 시동을 걸기 위해서 필요한 회전 속도에 대한 정의는 수식

와 같고, 이때, E_c는 시동을 위한 전압이고, k는 비례상수이며, w_c는 시동을 걸기 위한 각속도이다.The starting function is a function of terminal voltage, expressed by the formula

It can be expressed as, where E _ss is the terminal voltage in the steady state, and I _L is is the starting current. The definition of the rotational speed required for the starter motor to start the engine is given in the formula:

It is the same as, at this time, E _c is is the voltage for starting, k is the proportionality constant, and w _c is the angular velocity for starting.

로 나타낼 수 있다. 배터리의 내부저항이 R_bC보다 낮아야 시동 가능하고, 이는 수식

로 나타낼 수 있으며, 이때, R_b는 시동모터가 시동을 걸기 위한 각속도로 회전할 때의 배터리 내부저항이다.In order to start the engine, the terminal voltage in the steady state must be greater than the Ec value, which is expressed in the formula

It can be expressed as Starting is possible only when the internal resistance of the battery is lower than R _bC , which is expressed in the formula

It can be expressed as , where R _b is the internal resistance of the battery when the starting motor rotates at the angular speed for starting the engine.

In other words, when attempting to start, the battery's internal resistance must be less than the set value (R _bC ) for successful starting. If R _b is greater than R _bC , the battery cannot be started (a battery that has reached a significant level of discharge). ) is judged. Therefore, it can be confirmed that even a battery without starting ability can store sufficient residual energy for starting the engine even though it has insufficient voltage.

Although the present invention has been described in terms of some preferred embodiments, the scope of the present invention should not be limited thereto and should extend to modifications or modifications of the above embodiments.

Claims (10)

a basic battery module connectable to a starting motor of the vehicle through a first switch;
A capacitor module or secondary battery module connectable to the starting motor in parallel with the primary battery module through a second switch;
A booster connected between the primary battery module and the capacitor module or the secondary battery module through a third switch;
a control unit that controls the operation of the switches and the booster;
Big data DB storing big data related to vehicle starting; and
It includes an artificial intelligence (AI) module that selects an emergency charging algorithm that can complete emergency charging in the minimum time through learning using the big data,
The control unit controls the booster unit to boost the current supplied from the basic battery module and charge the capacitor module or secondary battery module, and controls the booster unit according to the emergency charging algorithm selected in the artificial intelligence (AI) module. and determining whether the vehicle can be started by the primary battery module, the capacitor module, or the secondary battery module, and controlling the third switch to close when it is determined that starting is impossible.
Vehicle emergency starting device using artificial intelligence and big data. In claim 1,
The control unit normally controls the first switch and the second switch to close and the third switch to open,
Vehicle emergency starting device using artificial intelligence and big data. In claim 1,
The control unit controls to open at least one of the first switch and the second switch when the third switch is closed,
Vehicle emergency starting device using artificial intelligence and big data. In claim 1,
The control unit determines whether the vehicle can be started by the capacitor module or the secondary battery module, and controls the second switch to close when it is determined that starting is possible.
Vehicle emergency starting device using artificial intelligence and big data. In claim 1,
The control unit controls to stop the connection of the third switch when the connection of the third switch is more than a preset standard number,
Vehicle emergency starting device using artificial intelligence and big data. a basic battery module connectable to a starting motor of the vehicle through a first switch;
A capacitor module or secondary battery module connectable to the starting motor in parallel with the primary battery module through a second switch;
A booster connected between the primary battery module and the capacitor module or the secondary battery module through a third switch;
a control unit that controls the operation of the switches and the booster;
Big data DB storing big data related to vehicle starting;
An artificial intelligence (AI) module that selects an emergency charging algorithm that can complete emergency charging in the minimum time through learning using the big data;
A short-range communication module for communicating with a user terminal; and
Includes a long-distance communication module to perform long-distance communication with a remote server,
The control unit controls the booster unit to boost the current supplied from the primary battery module and charge the capacitor module or secondary battery module.
Vehicle emergency starting device using artificial intelligence and big data. In claim 6,
The control unit normally performs data communication with the remote server using a long-distance communication module, and performs data communication with the user terminal using a short-range communication module during an emergency start of the vehicle.
Vehicle emergency starting device using artificial intelligence and big data. In claim 7,
The long-distance communication module is an LTE communication module, and the short-range communication module is a Bluetooth communication module,
Vehicle emergency starting device using artificial intelligence and big data. In claim 8,
In normal times, the vehicle emergency starting device operates by receiving a user's control command through LTE communication between the remote server and the user terminal, and during an emergency start of the vehicle, the vehicle emergency starting device performs direct Bluetooth communication with the user terminal. Operates by receiving user control commands through
Vehicle emergency starting device using artificial intelligence and big data. In claim 1,
The basic battery module is a low-voltage battery typically installed in a vehicle,
Vehicle emergency starting device using artificial intelligence and big data.