KR20180063613A - Vehicle, and Control Method of Vehicle - Google Patents

Abstract

A vehicle comprises: a generator generating electricity; a battery storing a portion of electricity generated by the generator; a battery sensor detecting a charging rate of the battery; electric components provided with electricity from at least one of the generator and the battery; and a control unit determining durability of the battery based on a dark current consumed by the electric components while parking a vehicle and parking time of the vehicle.

Description

 [0001] The present invention relates to a control method for a vehicle,

The disclosed invention relates to a method of controlling a vehicle and a vehicle, and more particularly, to a vehicle and a control method of a vehicle that can calculate the degree of deterioration of the battery.

Generally, a vehicle means a moving means or a transportation means that travels on a road or a line using fossil fuel, electricity, or the like as a power source.

The vehicle is equipped with various electrical components to protect the driver and provide the driver with convenience and fun. For example, vehicles are equipped with electric components that consume large amounts of power, such as a traveling assistance system and seat heating.

As a result, the consumption of the battery supplying power to the starter motor is increased, causing a problem that the starter is not started, or the life of the battery is shortened.

An aspect of the disclosed invention is to provide a method of controlling a vehicle and a vehicle that can accurately calculate the degree of deterioration of a battery.

According to an aspect of the disclosed invention, a vehicle includes a generator for generating electric power; A battery for storing a part of electric power produced by the generator; A battery sensor for sensing a charging rate of the battery; Electrical components supplied with power from at least one of the generator and the battery; And a controller for determining the lifetime of the battery based on a dark current consumed by the electrical components during parking of the vehicle and a parking time of the vehicle.

The controller may determine a first lifetime of the battery from an output voltage of the battery, and determine a second lifetime of the battery from the dark current and the parking time.

The controller may calculate a voltage drop value at which the output voltage of the battery drops when the vehicle is turned on and determine a first life span of the battery from the voltage drop value.

The vehicle may further include a storage unit storing a look-up table including a value of the voltage drop and a first life span of the battery corresponding to the voltage drop.

The controller may determine the first life span of the battery from the value of the voltage drop by referring to the lookup table.

If the temperature of the battery is lower than the reference temperature, the controller calculates the discharge rate of the battery from the product of the dark current and the parking time, and determines the second life of the battery from the discharge rate of the battery.

The control unit calculates a discharge rate of the battery from a product of the dark current and the parking time and a product of the rated capacity of the battery and the self discharge rate of the battery, and when the temperature of the battery is greater than the reference temperature, It is possible to determine the second service life of the battery.

The vehicle may further include a storage unit that stores a lookup table including a discharge rate of the battery and a second life span of the battery corresponding to the discharge rate.

The control unit may determine the second life span of the battery from the discharge rate of the battery by referring to the lookup table.

The controller may determine a smaller value of the first and second lifetimes as the lifetime of the battery.

The controller may alert the driver to the replacement of the battery if the life of the battery is less than a predetermined reference life.

According to an aspect of the present invention, there is provided a method of controlling a vehicle including a generator, a battery, and electric components, the method comprising: measuring a dark current of the electric components during parking of the vehicle; Measuring a parking time of the vehicle during parking of the vehicle; And determining a lifetime of the battery based on the dark current and the parking time.

The determining the lifetime of the battery includes: determining a first life span of the battery from an output voltage of the battery; And determining a second lifetime of the battery from the dark current and the parking time.

Determining a first service life of the battery includes calculating a value of a voltage drop at which the output voltage of the battery drops when the vehicle is turned on; And determining a first lifetime of the battery from the value of the voltage drop.

Wherein the step of determining the first service life of the battery from the value of the voltage drop includes determining a value of the voltage drop by referring to a lookup table including a value of the voltage drop and a first service life of the battery corresponding to the voltage drop, And determining a first service life of the battery.

Calculating a discharge rate of the battery from a product of the dark current and the parking time if the temperature of the battery is below a reference temperature; And determining a second life span of the battery from a discharge rate of the battery.

Wherein the step of determining the second service life of the battery further includes calculating a discharge rate of the battery based on a product of a dark current and a parking time and a product of a rated capacity of the battery and a self- Calculating process; And determining a second life span of the battery from a discharge rate of the battery.

Determining a second life of the battery based on the discharge rate of the battery may include determining a second life of the battery by referring to a lookup table including a discharge rate of the battery and a second life time of the battery corresponding to the discharge rate, And determining a second life span.

The control method may further include a step of determining a smaller value of the first and second lifetimes as the lifetime of the battery.

The control method may further include warning the driver of replacement of the battery if the life of the battery is less than a predetermined reference life.

According to an aspect of the disclosed invention, it is possible to provide a vehicle and a vehicle control method capable of accurately calculating the degree of deterioration of a battery.

1 shows a vehicle body of a vehicle according to an embodiment.
Fig. 2 shows a vehicle undercarriage according to one embodiment.
Fig. 3 shows electrical components of a vehicle according to an embodiment.
4 shows a power system and a battery management device of a vehicle according to an embodiment.
5 shows the operation of a battery included in a vehicle according to an embodiment.
6 shows an example of a method of estimating the battery life of a vehicle according to an embodiment.
7 shows a change in the output voltage of the battery of the vehicle according to an embodiment.
FIG. 8 shows another example of a battery life estimation method of a vehicle according to an embodiment.
9 shows the relationship between the discharge rate of the battery and the lifetime of the battery.
10 shows another example of a battery life estimation method of a vehicle according to an embodiment.

Like reference numerals refer to like elements throughout the specification. This specification does not describe all the elements of the embodiments, and duplicate descriptions of the contents or embodiments in the technical field to which the disclosed invention belongs are omitted. The term 'part, module, member, or block' used in the specification may be embodied in software or hardware, and a plurality of 'part, module, member, and block' may be embodied as one component, It is also possible that a single 'part, module, member, block' includes a plurality of components.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only the case directly connected but also the case where the connection is indirectly connected, and the indirect connection includes connection through the wireless communication network do.

Also, when an element is referred to as "comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

Throughout the specification, when a member is located on another member, it includes not only when a member is in contact with another member but also when another member exists between the two members.

The terms first, second, etc. are used to distinguish one element from another, and the elements are not limited by the above-mentioned terms.

The singular forms " a " include plural referents unless the context clearly dictates otherwise.

In each step, the identification code is used for convenience of explanation, and the identification code does not describe the order of the steps, and each step may be performed differently from the stated order unless clearly specified in the context. have.

Hereinafter, the working principle and embodiments of the disclosed invention will be described with reference to the accompanying drawings.

Background Art [0002] A vehicle is a mechanical / electrical device that transports people and / or objects using the rotational force of an engine and / or the rotational force of an electric motor.

The engine of the vehicle can explosively burn fossil fuels such as gasoline, light oil and gas, and can convert the translational motion generated during the combustion of the fossil fuel into the rotational motion force. The vehicle can be moved using the rotational force generated by the engine.

The vehicle may include a starter motor for starting the engine, a battery for supplying electric energy to the starter motor, and a generator for supplying electrical energy to the starter battery using the rotational force of the engine.

The vehicle also includes various electrical components for providing safety and comfort to the driver, and electrical components can be supplied with electrical energy from the starter battery. Due to the electrical components consuming electrical energy, the battery can be discharged. In order to prevent the battery from being discharged to such an extent that the starter motor can not be driven, control of the charged amount of the battery is required.

Hereinafter, a method of controlling the amount of charge of the battery included in the vehicle and the vehicle will be described.

1 shows a vehicle body of a vehicle according to an embodiment. Fig. 2 shows a vehicle undercarriage according to one embodiment. Fig. 3 shows electrical components of a vehicle according to an embodiment.

1, 2 and 3, a vehicle 1 includes a body 10 forming an outer appearance of the vehicle 1 and accommodating a driver and / or a baggage, a vehicle 10 other than the vehicle body 10, A chassis 20 that includes components of the vehicle 1 and electrical components 30 that protect the driver and provide comfort to the driver.

The vehicle body 10 forms an interior space in which the driver can stay, an engine room for accommodating the engine, and a trunk room for accommodating the cargo, as shown in Fig.

The vehicle body 20 includes a hood 11, a front fender 12, a roof panel 13, a door 14, a trunk lid 15, A quarter panel 16, and the like. A front window 17 is provided in front of the vehicle body 10 and a side window 18 is provided on a side surface of the vehicle body 10 in order to secure a view of the driver, A rear window 19 may be provided at the rear of the vehicle body 10.

2, the undercarriage 20 includes a power generating device 21, a power transmitting device 22, a steering device 23, a braking device 23, An apparatus 24, a wheel 25, a frame 26, and the like.

The power generation device 21 generates a rotational force for driving the vehicle 1 and may include an engine 21a, a fuel supply device 21b, an exhaust device 21c, and the like.

The power transmitting device 22 transmits the rotational force generated by the power generating device 21 to the wheels 25 and may include a clutch / transmission 22a, a shift lever, a differential device, a drive shaft 22b, .

The steering device 23 controls the running direction of the vehicle 1 and may include a steering wheel 23a, a steering gear 23b, a steering link 23c, and the like.

The braking device 24 stops the rotation of the wheel 25 and may include a brake pedal, a master cylinder 24a, a brake disk 24b, a brake pad 24c, and the like.

The wheel 25 receives rotational force from the power generating device 21 through the power transmitting device 22 and can move the vehicle 1. [ The wheel 25 may include a front wheel provided at the front of the vehicle and a rear wheel provided at the rear of the vehicle.

The frame 26 can fix the power generating device 21, the power transmitting device 22, the steering device 23, the braking device 24, and the wheel 25. [

The vehicle 1 may include various electrical components 30 for the safety and comfort of the driver and passenger, as well as the control of the vehicle 1, as well as the mechanical components described above.

3, the vehicle 1 includes an engine management system (EMS) 31, a transmission control unit (TCU) 32, an electronic braking system (EBS) 33, an electric power steering (EPS) 34, a body control module (BCM) 35, an audio device 36, an air conditioner a navigation device 38, a battery sensor 39, and a battery management device 100, as shown in FIG. In addition, a battery B for supplying electric power to the electric components 30 may be provided.

The engine management system 31 can control the operation of the engine and manage the engine in response to the driver's acceleration command through the accelerator pedal. For example, the engine management system 31 may perform engine torque control, fuel consumption control, engine failure diagnosis, and / or generator control.

The transmission control unit 32 can control the operation of the transmission in response to the shift command of the driver through the shift lever or the running speed of the vehicle 1. [ For example, the transmission control unit 32 may perform clutch control, shift control, and / or engine torque control during a shift.

The electronic braking system 33 can control the braking device of the vehicle 1 in response to the driver's braking command through the braking pedal and maintain the balance of the vehicle 1. [ For example, the electronic braking system 33 may perform automatic parking braking, slip prevention during braking, and / or slip prevention during steering.

The electric steering system 34 can assist the driver to easily operate the steering wheel by the driver. For example, the electric power steering apparatus 34 may assist the user in steering operations such as reducing the steering force at low-speed driving or parking, and increasing the steering force at high-speed driving.

The vehicle body control module 35 can control the operation of electrical components that provide convenience to the driver or ensure the safety of the driver. For example, the vehicle body control module 35 can control a door lock device, a head lamp, a wiper, a power seat, a seat heater, a cluster, a room lamp, a navigation device, and a multifunctional switch installed in the vehicle 1.

The audio device 36 can provide various information and entertainment to the driver through the sound. For example, the audio device 36 can reproduce an audio file stored in an internal storage medium or an external storage medium according to a command from the driver, and output the sound included in the reproduced audio file. In addition, the audio device 36 may receive an audio broadcast signal and output an audio corresponding to the received audio broadcast signal.

The air conditioner 37 can introduce air outside the vehicle 1 into the interior of the vehicle 1 or circulate air inside the vehicle 1. [ Further, the air conditioner 37 can heat or cool the indoor air according to the indoor temperature of the vehicle 1. [

The navigation device 38 receives the destination from the driver, searches for the route to the destination entered by the driver, and can display the searched route. In addition, the navigation device 38 can output music or an image according to the input of the driver together with the audio device 36. [

The battery B can store electric energy generated from the rotational force of the engine and supply electric power to various electric components 30 included in the vehicle 1. [ For example, during running of the vehicle 1, the generator can convert the rotational energy of the engine into electrical energy, and the battery B can receive and store electrical energy from the generator. In addition, the battery B can supply electric power for starting the engine to the starter motor or supply electric components 30 of the vehicle 1 for running the vehicle 1. [

The battery sensor 39 can acquire status information related to the battery B. [ For example, the battery sensor 39 is configured to measure the rated capacity of the battery B, the state of charge (SoC) of the battery B, the life of the battery B (State of Health, SoH) The output voltage of the battery B, the output current of the battery B, the temperature of the battery B, and the like.

The battery management apparatus 100 can manage the charge rate SoC and / or the life time information SoH of the battery B. [ For example, the battery management apparatus 100 can maintain the charge rate SoC of the battery B to a predetermined level or higher to prevent smooth start-up of the engine 21a and shortening of the life of the battery B.

In addition, the vehicle 1 may further include electrical components for protecting the driver and providing comfort to the driver. For example, the vehicle 1 may include electrical components 30 such as door locks, headlamps, wipers, power seats, seat heaters, clusters, room lamps, navigation, multifunction switches,

These electrical components 30 can communicate with each other through the vehicle communication network NT. For example, the electrical components 30 may be implemented as Ethernet, MOST (Media Oriented Systems Transport), Flexray, CAN (Controller Area Network), LIN Data can be exchanged through the network.

Hereinafter, the battery B supplies electric power to the electric components 30 will be described in detail.

4 shows a power system of a vehicle according to one embodiment. 5 shows the operation of the battery included in the vehicle according to one embodiment.

4, the vehicle 1 includes a starter motor 21d, an engine 21a, a generator 21e, a battery B, electric components 30, a battery management device 100).

The starter motor 21d can provide rotational force to the engine 21a to start the engine 21a while the engine 21a is stopped. The starter motor 21d can be supplied with electric power from the battery B. [ The starter motor 21d consumes a lot of electric power in order to start the engine 21a so that the battery B has a charging rate of a certain level or more (for example, a charging rate of about 80% or more) for the operation of the starter motor 21d, Lt; / RTI >

The generator 21e can produce electric energy, that is, electric power. The engine 21a can generate the rotational force using the explosive combustion of the fuel and the rotational force of the engine 21a can be transmitted to the wheel 25 via the transmission 22a. At this time, some of the rotational force generated by the engine 21a may be provided to the generator 21e, and the generator 21e may produce power from the rotational force of the engine 21a.

The generator 21e may include, for example, a stator having a rotor with a rotor coil (field coil) and a stator coil (armature coil). The rotor can be rotated by the rotation of the engine 21a, and the stator can be fixed. When a current is supplied to the rotor coil while the rotor is rotating by the engine 21a, a rotating magnetic field is generated, and an induced current is induced in the stator coil due to the rotating magnetic field. Thus, the generator 21e can generate electric power using the rotational force of the engine 21a.

Further, the magnitude of the magnetic field generated by the rotor changes according to the magnitude of the current supplied to the rotor coils, and the magnitude of the induced current generated in the stator coils may change. In other words, the power generation amount of the generator 21e can be adjusted according to the magnitude of the current supplied to the coil of the rotor.

A part of the electric power produced by the generator 21e may be supplied to the electric components 30 of the vehicle 1 and the other part may be stored in the battery B of the vehicle 1. [ In other words, the electric power produced by the generator 21e may be supplied to the electric component 30, and the remaining electric power may be stored in the battery B.

The battery B can supply electric power for starting the engine 21a to the starter motor 21d at the time of stopping the engine 21a and can supply electric power to the electric components 30 of the vehicle 1 Can supply. For example, when the electric power consumed by the electric component 30 during the running of the vehicle 1 is larger than the electric power produced by the generator 21e, the battery B can supply electric power to the electric component 30, The battery B can supply electric power to the electric components 30 during parking while the engine 21a is stopped.

The battery B can store the power supplied from the generator 21e in the form of chemical energy.

For example, the battery B may be a Pb-Acid battery or may store electrical energy in the form of chemical energy by the reaction of lead (Pb) and sulfuric acid (H ₂ SO ₄ ) Can be output.

5 (a), in the negative electrode (-) of the battery B, the lead sulfate (PbSO ₄ ) attached to the negative terminal and the hydrogen ion (2H ⁺ ) of the electrolytic solution adhere to the negative electrode terminal, And the electrons 2e ^- supplied from the generator 21e react with each other to generate lead Pb and sulfuric acid (H ₂ SO ₄ ). Further, the positive (+) in the lead sulfate attached to the positive electrode terminal (PbSO _4), and by the reaction of water (H ₂ 0) of the electrolyte, lead oxide (PbO ₂₎ and sulfuric acid (H ₂ SO ₄₎ of the battery (B) Hydrogen ions (2H ⁺ ) and electrons (2e ^- ) are generated. The electrons 2e ^- generated at the positive electrode (+) of the battery B are supplied to the generator 21e and the current can be supplied from the generator 21e to the battery B.

As described above, by charging the battery B, lead oxide (PbO ₂ ) is accumulated on the positive electrode (+) and lead (Pb) is accumulated on the negative electrode (-). The +4 lead (Pb ⁴⁺ ) of the positive electrode (+) is spontaneously + 2 lead (PB ²⁺ ), so that the electromotive force can be generated together with the lead (Pb) of the negative electrode (-). Due to this electromotive force, the battery B can output voltage and current, and the degree to which the battery B is charged is represented by the charging rate SoC of the battery B having a value between "100" and "0" .

A battery (B) the case that the discharge, FIG. 5 (a) a negative electrode of a battery (B), as shown in-sulfate of lead (Pb), and electrolyte attached to a negative electrode terminal in the (H ₂ SO ₄₎ () (PbSO ₄ ), hydrogen ions (2H ⁺ ), and electrons (2e ^- ) are produced. Further, in the positive electrode (+) of the battery (B), lead oxide (PbO ₂ ) attached to the positive terminal, sulfuric acid (H ₂ SO ₄ ) and hydrogen ions (2H ⁺ (2e ^- ) reacts to produce lead sulfate (PbSO ₄ ) and water (H ₂ O). The electrons 2e ^- of the negative electrode (-) are supplied to the electric field components 30, and a current can be supplied from the battery B to the electric field components 30.

As such, lead sulfate (PbSO ₄ ) may be attached to the positive electrode (+) and negative electrode (-) of the battery (B) while the battery (B) is being discharged. As shown in FIG. 5 (b), lead sulfate (PbSO ₄ ) can be uniformly attached to the positive electrode (+) and the negative electrode (-). As the charging and discharging are repeated, the lead sulfate (PbSO ₄ ) is not uniformly adhered to the positive electrode (+) and the negative electrode (-) as shown in FIG. 5 (c) As the charging and discharging are further repeated, lead sulfate (PbSO ₄ ) precipitates at the positive electrode (+) and the negative electrode (-) as shown in FIG. 5 (d), and the precipitated lead sulfate (PbSO ₄ ) . As a result, lead sulfate (PbSO ₄ ) which can react at the positive (+) and negative (-) sides of the battery B gradually decreases and the number of times that the battery B can be repeatedly charged and discharged decreases .

It is referred to as "deterioration" of the battery B that the number of times the battery B can be repeatedly charged and discharged is called " deterioration ", and the number of times that the battery B can be aged, (SoH) of the battery B having a value between " 0 "and" 0 ".

Particularly, when the vehicle 1 is parked, only the battery B is discharged by the electric components 30, and the battery B is not charged. Since the battery B can not be charged, the lead sulfate (PbSO ₄ ) attached to the electrode of the battery (B) can not be reduced in a short time, and the amount of precipitated lead sulfate (PbSO ₄ ) increases. As a result, the life of the battery B can be shortened quickly.

The electric components 30 may include a constant load that is supplied with electric power during driving and parking of the vehicle 1 and a general load that is supplied with electric power while the vehicle 1 is running.

Electric power among the electric components 30 can be supplied to the constant load even during parking of the vehicle 1. [ For example, the vehicle 1 can unlock the door when the driver having the smart key approaches it. Therefore, the vehicle body control module 35 that controls the door lock device can be supplied with power even when the vehicle 1 is parked.

Electric power can be supplied to the general load among the electric components 30 during the running of the vehicle 1. [ E.g. Door locks, headlamps, wipers, power seats, seat heaters, clusters, room lamps, navigation, multifunctional switches, etc. can belong to the general load.

The battery management device 100 acquires the state information of the battery B through the battery sensor 39 and controls the amount of power generated by the generator 21e through the engine management system 31 in accordance with the state information of the battery B can do.

Specifically, the battery sensor 39 can acquire status information such as the charge rate SoC of the battery B, and the battery management apparatus 100 can acquire status information from the battery sensor 39 through the vehicle communication network NT, (B). The battery management apparatus 100 may generate a power generation control request for controlling the power generation amount of the generator 21e according to the status information of the battery B. [ The battery management apparatus 100 can transmit a power generation control request to the engine management system 31 via the vehicle communication network NT and the engine management system 31 can increase the power generation amount of the generator 21e in response to the power generation control request .

The battery management apparatus 100 may include a communication unit 130, a storage unit 120, and a control unit 110.

The communication unit 130 includes a CAN transceiver that receives a communication signal from the electrical components 30 through the vehicle communication network NT and transmits a communication signal to the electrical components 30, And a communication controller for controlling the communication.

The CAN transceiver can receive communication data from the electrical components 30 through the vehicle communication network NT and output the communication data to the control unit 110. The CAN transceiver receives the communication data from the control unit 110, To the electrical components 30 through the vehicle communication network CNT. For example, the can transceiver receives battery status information from the battery sensor 39 and / or travel information of the vehicle 1 from the engine management system 31 / transmission control unit 32 through the vehicle communication network NT can do. The can transceiver can also send a power generation control request to the engine management system 31 via the vehicle communication network NT.

In this way, the communication unit 130 can exchange data with the electric components 30 of the vehicle 1 through the vehicle communication network NT, and the battery management device 100 can communicate with the engine management system 100 via the communication unit 130. [ (30) such as a battery sensor (31), a battery sensor (39), and the like.

The storage unit 120 may include a storage medium for storing control data for controlling the battery management apparatus 100 and a storage controller for controlling storage / deletion / loading of data stored in the storage medium have.

The storage medium may include a solid state drive (SSD), a hard disk drive (HDD), and the like. The storage medium may store various types of data for managing the charge (SoC) and the life (SoH) Data can be stored. For example, the storage medium may store the dark current, the parking time, the temperature, and the like supplied to the electric components 30 during parking of the vehicle 1. [ The storage medium includes a look-up table including a life (SoH) of the battery (B) corresponding to the amount of voltage drop of the battery (B) Up table including the number of cycles (battery life).

The storage unit 120 stores data in a storage medium according to a storage signal of the controller 110 and outputs data stored in the storage medium to the controller 110 according to a loading signal of the controller 110. [

The control unit 110 may include a memory for storing control programs and / or control data for controlling the battery management apparatus 100, and a processor for generating control signals according to control programs and control data stored in the memory.

The memory may temporarily store the communication data received through the communication unit 130 and / or the stored data stored in the storage unit 120. The communication data may include traveling information of the vehicle 1 and state information of the battery B and the stored data includes a dark current supplied to the electric components 30 during parking of the vehicle 1, can do.

The memory may provide the program and / or data to the processor in accordance with the memory control signal of the processor.

The memory may include a volatile memory such as a Static Random Access Memory (S-RAM) for temporarily storing data, or a D-Lap (Dynamic Random Access Memory). In addition, the memory may include a nonvolatile memory such as a ROM (Read Only Memory), an EPROM (Programmable Read Only Memory), and an EEPROM (Electrically Erasable Programmable Read Only Memory) . ≪ / RTI >

The processor may include various logic circuits and arithmetic circuits, process data according to a program provided from the memory, and generate control signals according to the processing results. For example, the processor can process the running information of the vehicle 1, the state information of the battery B and / or the amount of charge per distance, and generate a power generation control request to increase / decrease the power generation amount of the generator 21e have. The processor also calculates the life information SoH of the battery B from the output voltage of the battery B at the start of the vehicle 1, the dark current supplied to the electric components 30 during parking of the vehicle 1, Can be generated.

The control unit 110 collects the running information of the vehicle 1 and the state information of the battery B through the communication unit 130 and generates the state information of the battery B based on the running information of the vehicle 1 and the state information of the battery B, It is possible to control the power generation of the power source 21e. The control unit 110 also receives the accurate life information of the battery B from the output voltage of the battery B at the start of the vehicle 1, the dark current supplied to the electric components 30 during parking of the vehicle 1, (SoH).

The vehicle 1 can generate the life information SoH of the battery B in order to accurately determine the charge rate SoC of the battery B and accurately control the generation amount of the generator 21e.

The battery management apparatus 100 can calculate the lifetime of the battery B based on the number of times the battery B is charged and discharged.

For example, the battery management apparatus 100 can calculate the lifetime of the battery B based on the charge / discharge cycle of the battery B. One cycle of charging / discharging can indicate charging for one hour at a current of approximately 40% of the rated current and charging for four hours at a current of 10% of the rated current.

The battery management apparatus 100 can calculate the number of charge / discharge cycles from the current and time at the time of discharging the battery B, the current and time at the time of charging, and the number of times of charging and discharging, The life of the battery B can be estimated from the number of times the battery B is used.

However, the life of the battery B does not depend only on the number of charge / discharge cycles. For example, the life of the battery B can be drastically reduced according to the rate at which the battery B is fully discharged during charging and discharging, that is, the maximum discharge rate.

Therefore, judging the service life of the battery B based on the number of charge / discharge cycles may cause a large error.

Hereinafter, the operation of the vehicle 1 and the battery management apparatus 100, and specifically, the method of estimating the life of the battery B will be described.

6 shows an example of a method of estimating the battery life of a vehicle according to an embodiment. 7 shows a change in the output voltage of the battery of the vehicle according to an embodiment.

6 and 7, a method 1000 for estimating the battery life of the vehicle 1 is described. The vehicle 1 can perform the battery life estimation method 1000 every time the starter is turned on.

The vehicle 1 determines whether the engine 21a is operating (1010).

The battery management apparatus 100 can receive the operation information of the engine 21a from the engine management system 31 via the vehicle communication network NT. The battery management apparatus 100 can determine whether the engine 21a is operating based on the operation information of the engine 21a.

When the engine 21a is activated (the example of 1010), the vehicle 1 measures the voltage drop of the battery B (1020).

The starter motor 21d may provide rotational force to the engine 21a to turn on the starter of the vehicle 1. [ At this time, the battery B can supply a large amount of current to the starter motor 21d.

The internal resistance of the battery B increases with aging of the battery B. As described above, as the charging and discharging are repeated, lead sulfate (PbSO ₄ ) may precipitate on the electrode of the battery (B). The lead sulfate of the electrode (PbSO ₄ ) may cause internal resistance of the battery (B). Also, the internal resistance of the battery B may increase with an increase in lead sulfate (PbSO ₄ ) of the electrode. Therefore, the degree of deterioration of the battery B can be estimated based on the magnitude of the internal resistance.

The output voltage of the battery B can be reduced due to the current supplied to the starter motor 21d and the internal resistance of the battery B when the vehicle 1 is turned on.

For example, as shown in Fig. 7, the battery B can output a voltage of approximately 12.3V during parking. When the battery B starts up, the output voltage sharply decreases, and the battery B can output a voltage of about 9.3V. In other words, the output voltage of the battery B can be reduced by about 3.0 V at startup.

The battery sensor 39 can measure the output voltage of the battery B and the battery management apparatus 100 receives the output voltage of the battery B from the battery sensor 39 via the vehicle communication network NT . Also, the battery management apparatus 100 can store the output voltage of the battery B and calculate the magnitude of the output voltage of the battery B at the time of starting.

The vehicle 1 estimates the first life span of the battery B based on the magnitude of the voltage drop of the battery B (1030).

According to the Joule's Law, the decrease in the output voltage of the battery B can be calculated from the product of the current supplied to the starter motor 21d and the internal resistance value of the battery B.

The load of the starter motor 21d is the engine 21a, and the load of the starter motor 21d can be constant as long as the engine 21a is not replaced. In addition, since the load of the starter motor 21d is constant, the value of the current supplied to the starter motor 21d at the start can be regarded as constant although there is some error.

The value of the voltage drop of the battery B is proportional to the internal resistance value of the battery B and the internal resistance value of the battery B can be estimated from the value of the voltage drop of the battery B. [ Also, the degree of deterioration of the battery B, that is, the life SoH of the battery B can be estimated from the internal resistance value of the battery B.

For example, the battery management apparatus 100 can calculate the internal resistance value of the battery B from the value of the voltage drop of the battery B. [ The battery management apparatus 100 may store a lookup table including the internal resistance value of the battery B and the life SoH of the battery B corresponding to the internal resistance value of the battery B, It is possible to determine the first service life of the battery B from the internal resistance value of the battery B as shown in FIG. Here, the first service life represents the service life (SoH) of the battery (B) estimated from the value of the voltage drop of the battery (B) at the start.

As another example, the battery management apparatus 100 may store a look-up table including the value of the voltage drop of the battery B and the life SoH of the battery B corresponding to the value of the voltage drop of the battery B And the first life span of the battery B can be determined from the value of the voltage drop of the battery B by referring to the lookup table.

As described above, the vehicle 1 can estimate the lifetime SoH of the battery B from the value of the voltage drop of the battery B at the start-up. After estimating the life (SoH) of the battery (B) at the time of starting, the vehicle (1) calculates the life (SoH) of the battery (B) at startup and the charge / discharge cycle of the battery (SoH) can be estimated.

FIG. 8 shows another example of a battery life estimation method of a vehicle according to an embodiment. Fig. 9 also shows the relationship between the discharge rate of the battery and the lifetime of the battery.

8 and 9, a method 1100 for estimating the battery life of the vehicle 1 is described.

During parking, the vehicle 1 measures the dark current of the electrical components 30 (1110).

The battery sensor 39 can measure the value of the dark current output by the battery B during parking of the vehicle 1. [ In addition, the battery management apparatus 100 can receive the value of the dark current from the battery sensor 39 via the vehicle communication network NT.

During parking, the vehicle 1 measures the parking time (1120).

The battery management apparatus 100 can measure the elapsed time since the start of the vehicle 1 is increased, that is, after the operation of the engine 21a is stopped.

During parking, the vehicle 1 measures the temperature of the battery B (1130).

The battery sensor 39 can measure the temperature of the battery B during parking of the vehicle 1. [ The battery management apparatus 100 can also receive the temperature of the battery B from the battery sensor 39 via the vehicle communication network NT.

The vehicle 1 determines whether the average temperature of the battery B during parking is greater than a predetermined reference temperature (1140).

The battery management apparatus 100 calculates an average value of the temperature of the battery B received from the battery sensor 39 during parking of the vehicle 1 and compares the average temperature of the battery B during parking with a predetermined reference temperature .

The battery is known to discharge itself (hereinafter referred to as "self discharge") without outputting a current. This self-discharge varies with temperature. The higher the temperature, the greater the amount of self-discharge. The lower the temperature, the smaller the amount of self-discharge. The reference temperature can be set to a temperature at which the self-discharge amount of the battery B is negligible compared with the discharge amount of the battery B by the electric component parts 30. [

When the average temperature of the battery B during parking is greater than a predetermined reference temperature (YES in 1140), the vehicle 1 calculates the discharge rate of the battery B from the value of the dark current, the parking time and the self discharge rate (1150).

If the average temperature of the battery B during parking is greater than a predetermined reference temperature, the discharge of the battery B can be divided into a discharge due to the dark current of the electric component 30 and a self discharge.

The battery management apparatus 100 can calculate the discharge rate of the battery B due to the dark current of the electric component 30 and the discharge rate of the battery B due to the self discharge to calculate the discharge rate of the battery B during parking have.

For example, the battery management apparatus 100 can calculate the discharge rate of the battery B during parking using the equation (1).

[Equation 1]

Here, D denotes a discharge rate of the battery B during parking, Tp denotes a parking time of the vehicle 1, Xv denotes a value of a dark current of the vehicle 1 during parking, Qz denotes a rating of the battery B And Dt represents the natural discharge rate of the battery (B).

The battery management apparatus 100 calculates the battery capacity of the battery B by multiplying the parking time of the vehicle 1 by the value of the dark current of the vehicle 1 during parking and the product of the rated capacity of the battery B and the The discharge rate of the battery B during parking can be calculated from the product of the natural discharge rate.

If the average temperature of the battery B during parking is not greater than the predetermined reference temperature (NO in 1140), the vehicle 1 calculates the discharge rate of the battery B from the value of the dark current and the parking time (1160).

If the average temperature of the battery B during parking is not larger than a predetermined reference temperature, the discharge of the battery B can be assumed to be a discharge due to the dark current of the electric component 30.

The battery management device 100 can calculate the discharge rate of the battery B by the dark current of the electric components 30 to calculate the discharge rate of the battery B during parking.

For example, the battery management apparatus 100 can calculate the discharge rate of the battery B during parking using the equation (2).

&Quot; (2) "

Here, D represents the discharge rate of the battery B during parking, Tp represents the parking time of the vehicle 1, and Xv represents the value of the dark current of the vehicle 1 during parking.

The battery management apparatus 100 can calculate the discharge rate of the battery B during parking from the product of the parking time of the vehicle 1 and the value of the dark current of the vehicle 1 during parking.

The vehicle 1 estimates the second life span of the battery B from the discharge rate of the battery B during parking (1170).

The vehicle 1 can estimate the second life span of the battery B from the discharge rate of the battery B. The second service life represents the service life (SoH) of the battery (B) estimated from the discharge of the battery (B) during parking.

It is known that when the charge rate of the battery B is lowered, that is, when the discharge rate of the battery of the battery B becomes higher, the life of the battery is drastically reduced. For example, even if the charge rate of the battery is maintained at 80% or more, if the charge rate of the battery is reduced to 60% even once, the life of the battery may be drastically reduced.

As such, the life SoH of the battery B is inversely proportional to the maximum discharge rate of the battery B. For example, the charge / discharge cycle of the battery B and the maximum discharge rate of the battery B may have the relationship shown in Fig. 9, when the maximum discharge rate of the battery B is 20%, the battery B can have a charge / discharge cycle of up to 3000 times. On the other hand, if the maximum discharge rate of the battery B is 40%, the maximum charge / discharge cycle of the battery B can be reduced by approximately 1500 cycles.

The battery management apparatus 100 determines the relationship between the maximum discharge rate of the battery B and the number of charge / discharge cycles of the battery B as shown in FIG. 9, B) can be determined. For example, the battery management apparatus 100 may store a look-up table including the maximum discharge rate of the battery B and the number of charge / discharge cycles of the battery B, The number of charge / discharge cycles of the battery B can be determined from the discharge rate of the battery B.

In addition, the battery management apparatus 100 can determine the second life span of the battery B from the maximum charge / discharge cycle of the battery B. The life SoH of the battery B can be judged on the basis of the remaining charge / discharge cycle of the battery B. For example, when the life span (SoH) is set to "100 " when the remaining charge / discharge cycle is 4000, and the remaining charge / discharge cycle is set to " 0 & 100 "and " 0" can be calculated from the number of times of remaining charge / discharge cycles of the secondary battery 100.

The battery management apparatus 100 can determine the second life span of the battery B from the cycle directly from the discharge rate of the battery B. [ For example, the battery management apparatus 100 may store a look-up table including a discharge rate of the battery B and a second life time of the battery B corresponding thereto, The second life span of the battery B can be determined from the discharge rate.

As described above, the battery management apparatus 100 determines the relationship between the number of charging / discharging cycles of the battery B and the maximum discharging rate of the battery B based on the discharge rate of the battery B during parking, The life span can be estimated.

As described above, the vehicle 1 can calculate the discharge rate of the battery B during parking and estimate the life SoH of the battery B from the discharge rate of the battery B. After estimating the life SoH of the battery B during parking, the vehicle 1 calculates the lifetime SoH of the battery B at startup and the charge / discharge cycle of the battery B during running (SoH) can be estimated.

10 shows another example of a battery life estimation method of a vehicle according to an embodiment.

10, a method 1200 for estimating the battery life of the vehicle 1 is described.

The vehicle 1 determines whether it is parked (1210).

The battery management apparatus 100 can receive the operation information of the engine 21a from the engine management system 31 via the vehicle communication network NT. The battery management apparatus 100 can determine whether the engine 21a is operating based on the operation information of the engine 21a.

If the engine 21a is not activated (NO in 1210), the vehicle 1 estimates the second life span of the battery B (1220).

If the engine 21a is not operated, the battery management apparatus 100 can determine that the vehicle is parked, and the battery management apparatus 100 can measure the dark current and the parking time by the electric components 30. In addition, the battery management apparatus 100 can estimate the second life span of the battery B using the battery life estimation method 1100 as shown in FIG.

When the engine 21a is activated (the example of 1210), the vehicle 1 estimates the first life span of the battery B (1230).

The battery management apparatus 100 can measure the output voltage drop of the battery B while the engine 21a is running. In addition, the battery management apparatus 100 can estimate the first life span of the battery B using the battery life estimation method 1000 as shown in FIG.

The vehicle 1 determines whether the first service life is longer than the second service life (1240).

The battery management device 100 compares the first service life of the battery B with the second service life of the battery B and determines whether the first service life of the battery B is greater than the second service life of the battery B .

If the first life span is greater than the second life span (1240), the vehicle 1 determines the second life span as the life span of the battery B (1250), and if the first life span is not greater than the second life span ) The vehicle 1 judges the first lifetime as the lifetime of the battery B (1260).

The vehicle 1 can compare the first life span and the second life span, and can determine the life span of the battery B between the first life span and the second life span, whichever is smaller.

As described above, in order to estimate the life of the battery B more accurately, the vehicle 1 can determine the second life span during parking, and determine the first life span when the ignition is turned on. Further, the vehicle 1 compares the first service life and the second service life, and can determine the life of the battery B more precisely during the first service life and the second service life according to the comparison result.

The vehicle 1 can judge whether the life span of the battery B is smaller than a predetermined reference life span. For example, the battery management apparatus 100 may include the battery life estimation method 1000 shown in FIG. 6, the battery life estimation method 1100 shown in FIG. 8, and the battery life estimation method 1200 shown in FIG. 10 It is possible to judge the life of the battery B according to at least one and compare the life of the battery B with the reference life.

If the life span of the battery B is smaller than the predetermined reference life span, the vehicle 1 can warn the driver of the replacement of the battery.

Meanwhile, the disclosed embodiments may be embodied in the form of a recording medium storing instructions executable by a computer. The instructions may be stored in the form of program code and, when executed by a processor, may generate a program module to perform the operations of the disclosed embodiments. The recording medium may be embodied as a computer-readable recording medium.

The computer-readable recording medium includes all kinds of recording media in which instructions that can be decoded by a computer are stored. For example, there may be a ROM (Read Only Memory), a RAM (Random Access Memory), a magnetic tape, a magnetic disk, a flash memory, an optical data storage device and the like.

The embodiments disclosed with reference to the accompanying drawings have been described above. It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims. The disclosed embodiments are illustrative and should not be construed as limiting.

1: vehicle 10: vehicle body
20: Chassis 30: Electrical components
100: Battery management device B: Battery

Claims (20)

In a vehicle,
A power generator;
A battery for storing a part of electric power produced by the generator;
A battery sensor for sensing a charging rate of the battery;
Electrical components supplied with power from at least one of the generator and the battery; And
And a controller for determining the lifetime of the battery based on a dark current consumed by the electrical components during parking of the vehicle and a parking time of the vehicle. The method according to claim 1,
Wherein the controller determines a first life span of the battery from an output voltage of the battery and determines a second life span of the battery from the dark current and the parking time. 3. The method of claim 2,
Wherein the controller calculates a value of a voltage drop at which the output voltage of the battery drops when the vehicle is turned on and determines a first life span of the battery from the value of the voltage drop. The method of claim 3,
And a storage unit for storing a look-up table including a value of the voltage drop and a first life span of the battery corresponding to the voltage drop. 5. The method of claim 4,
Wherein the controller determines the first life span of the battery from the value of the voltage drop by referring to the lookup table. 3. The method of claim 2,
Wherein the control unit calculates the discharge rate of the battery from the product of the dark current and the parking time if the temperature of the battery is below the reference temperature and determines the second life span of the battery from the discharge rate of the battery. 3. The method of claim 2,
The control unit calculates a discharge rate of the battery from a product of the dark current and the parking time and a product of the rated capacity of the battery and the self discharge rate of the battery, and when the temperature of the battery is greater than the reference temperature, And determines a second service life of the battery. 8. The method according to claim 6 or 7,
And a storage unit that stores a lookup table including a discharge rate of the battery and a second life span of the battery corresponding to the discharge rate. 9. The method of claim 8,
Wherein the controller determines a second life span of the battery from the discharge rate of the battery by referring to the lookup table. 3. The method of claim 2,
Wherein the control unit determines a small value of the first life span and the second life span as the lifetime of the battery. 11. The method according to claim 1 or 10,
Wherein the control unit warns the driver of replacement of the battery if the life of the battery is less than a predetermined reference life. A method of controlling a vehicle including a generator, a battery, and electrical components,
Measuring a dark current of the electrical components during parking of the vehicle;
Measuring a parking time of the vehicle during parking of the vehicle; And
And determining the lifetime of the battery based on the dark current and the parking time. 13. The method of claim 12,
The process of determining the lifetime of the battery includes:
Determining a first life span of the battery from an output voltage of the battery; And
And determining a second service life of the battery from the dark current and the parking time. 14. The method of claim 13,
Determining a first life span of the battery,
Calculating a value of a voltage drop at which the output voltage of the battery drops when the vehicle is turned on; And
And determining a first life span of the battery from the value of the voltage drop. 15. The method of claim 14,
Determining a first life span of the battery from the value of the voltage drop,
Determining a first life span of the battery from a value of the voltage drop by referring to a lookup table including a value of the voltage drop and a first life span of the battery corresponding to the voltage drop; . 14. The method of claim 13,
Determining a second service life of the battery,
Calculating a discharge rate of the battery from a product of the dark current and the parking time if the temperature of the battery is below a reference temperature; And
And determining a second service life of the battery from a discharge rate of the battery. 14. The method of claim 13,
Determining a second service life of the battery,
Calculating a discharge rate of the battery from a product of a dark current and a parking time and a product of a rated capacity of the battery and a self discharge rate of the battery if the temperature of the battery is greater than a reference temperature; And
And determining a second service life of the battery from a discharge rate of the battery. 18. The method according to claim 16 or 17,
Determining a second life span of the battery from a discharge rate of the battery,
Determining a second life span of the battery from a discharge rate of the battery by referring to a lookup table including a discharge rate of the battery and a second life span of the battery corresponding to the discharge rate. 14. The method of claim 13,
Further comprising the step of determining a smaller value of the first life span and the second life span as the life span of the battery. The method as claimed in claim 12 or 19,
And warning the driver of replacement of the battery if the life of the battery is less than a predetermined reference life.

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