KR20190078839A - Apparatus and method for managing battery - Google Patents

Abstract

A battery management apparatus capable of predicting engine startability of a battery is disclosed in the present invention. The battery management apparatus according to the present invention manages a battery for supplying starting power to an engine by being provided in a vehicle with the engine temporarily stopped in a stationary state during traveling. The apparatus comprises: a current measuring unit for measuring a discharge current level of the battery; a memory unit for storing a discharge voltage curve representing a voltage change relationship according to the state of charge (SOC) during discharge of the battery for each of a plurality of discharge currents, and storing a cranking curve representing a lowest startable voltage according to the SOC of the battery; and a control unit for selecting a corresponding discharge voltage curve in the memory unit by using the discharge current level measured by the current measuring unit, estimating a dischargeable SOC amount using the selected discharge voltage curve and the cranking curve stored in the memory unit, and estimating the maximum startable time based on the estimated amount of dischargeable SOC.

Description

[0001] Apparatus and method for managing battery [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a battery management technique, and more particularly, to a battery management technique that enables effective predictability of engine starting performance for a vehicle battery mounted on a vehicle to which ISG technology is applied.

Batteries are rapidly spreading to mobile devices such as mobile phones, laptop computers, smart phones and smart pads as well as electric vehicles (EVs, HEVs, PHEVs) and mass storage devices (ESS) have. Such a battery may be combined with a battery management system (BMS) that controls the overall operation of the battery.

In recent vehicles, the installation of the ISG (Idle Stop & Go) function is becoming common due to the improvement of fuel efficiency and environmental protection. This ISG function automatically stops the engine whenever the vehicle stops while driving and restarts the engine when starting. In order for this function to be performed, the starting power must be supplied from the battery stably when restarting after the engine stop.

However, if the power source for starting is not sufficiently supplied from the battery at the time when the vehicle starts after stopping, a serious problem may arise. For example, the situation in which the vehicle departs after a stoppage can occur frequently in the case of traffic congestion or signal waiting. If the vehicle does not start after a stoppage, the vehicle may stop at the center of the road. Therefore, in this case, not only a serious inconvenience to the driver and the passenger, but also serious traffic congestion may be caused. In addition, if the vehicle can not start at night or in the presence of fog, it can cause serious accidents or damage to property due to traffic accidents caused by rushing without seeing the stopped vehicle.

Particularly, in a situation where a serious traffic congestion situation occurs while driving on a highway or a city center, the vehicle can be kept in a stopped state for a considerably long time. However, at this time, power consumption by the vehicle electric device can be continued, and more power may be consumed than during traveling. This may result in a situation where the battery voltage drops below the startable voltage of the engine. Further, when the battery is degenerated, the battery capacity is lowered, so that it is more likely that the battery voltage can not sufficiently supply the engine starting power for restarting.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a battery management apparatus and a battery management method for estimating a time at which startability can be ensured so that starting power for restarting after a vehicle is stopped can be stably supplied from the battery. And a battery pack and an automobile including the same.

Other objects and advantages of the present invention will become apparent from the following description, and it will be understood by those skilled in the art that the present invention is not limited thereto. It will also be readily apparent that the objects and advantages of the invention may be realized and attained by means of the instrumentalities and combinations particularly pointed out in the appended claims.

According to an aspect of the present invention, there is provided an apparatus for managing a battery, which is provided in a vehicle in which an engine is temporarily stopped in a stopped state during operation, A current measuring unit for measuring a magnitude of a discharge current; A memory unit for storing a discharge voltage curve indicating a voltage change relationship according to an SOC during discharge of the battery for each of a plurality of discharge current magnitudes and storing a crank curve indicating a lowest startable voltage according to the SOC of the battery; And a controller for selecting a corresponding discharge voltage curve in the memory unit using the magnitude of the discharge current measured by the current measuring unit and calculating a dischargeable SOC amount using the selected discharge voltage curve and a cranking curve stored in the memory unit And a control unit for predicting a startable maximum time based on the estimated dischargeable SOC amount.

Here, the controller may use the magnitude of the discharge current measured by the current measuring unit, and the magnitude of the discharge current for a predetermined time before the engine is temporarily stopped.

Also, the controller may extract the intersection of the predetermined discharge voltage curve and the crank curve, and estimate the dischargeable SOC amount through the extracted intersection.

In addition, the control unit can estimate the startable maximum time using the estimated dischargeable SOC amount and the effective value of the discharge current measured by the current measuring unit.

The cranking curve stored in the memory unit may be calculated by using an open circuit voltage, a cranking maximum current, and a cranking resistance measured in advance for each SOC of the battery.

Also, the control unit may provide corresponding information to the driver of the vehicle using the predicted maximum startable time.

In addition, the control unit may control the engine start of the vehicle using the predicted startable maximum time.

According to another aspect of the present invention, there is provided a battery pack including a battery management device according to the present invention.

According to another aspect of the present invention, there is provided a battery management system including:

According to another aspect of the present invention, there is provided a battery management method for managing a battery provided in a vehicle in which an engine is temporarily stopped in a stopped state during operation, the battery supplying starting power to the engine, Storing a discharge voltage curve indicating a voltage change relationship according to an SOC during discharge of the battery for each of a plurality of discharge current magnitudes and storing a crank curve indicating a startable lowest voltage according to an SOC of the battery; Measuring a magnitude of a discharge current of the battery; Selecting a discharge voltage curve stored in the storage step using the magnitude of the discharge current measured in the current magnitude measurement step; Estimating a dischargeable SOC amount using the discharge voltage curve selected in the discharge voltage curve selection step and the cranking curve stored in the storage step; And estimating a startable maximum time of the battery based on the SOC amount estimated in the SOC estimation step.

According to one aspect of the present invention, for a vehicle equipped with an ISG function, the time for how long the battery can maintain its crankability in response to the electric field load can be quickly and correctly predicted when the engine is stopped .

Therefore, according to this aspect of the present invention, it is possible to effectively prevent a situation where the engine is not started when the ISG function is performed based on the time prediction information on the engine startability of the battery.

BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate preferred embodiments of the invention and, together with the description of the invention given below, serve to further the understanding of the technical idea of the invention, Should not be construed as limiting.
1 is a view schematically showing a configuration of a battery management apparatus according to an embodiment of the present invention.
2 is a graph schematically showing a discharge voltage curve stored in a memory unit according to an embodiment of the present invention.
3 is a graph illustrating an example of a crank curve stored in a memory unit according to an embodiment of the present invention.
4 is a block diagram schematically showing a functional configuration of a control unit according to an embodiment of the present invention.
5 is a graph schematically showing a configuration in which a dischargeable SOC amount is estimated using a discharge voltage curve and a cranking curve by a control unit according to an embodiment of the present invention.
6 is a flowchart schematically showing a battery management method according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Prior to this, terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary meanings, and the inventor should appropriately interpret the concept of the term appropriately It should be interpreted in accordance with the meaning and concept consistent with the technical idea of the present invention based on the principle that it can be defined.

Therefore, the embodiments described in the present specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention and do not represent all the technical ideas of the present invention. Therefore, It is to be understood that equivalents and modifications are possible.

The battery management apparatus according to the present invention is an apparatus for managing a battery for a vehicle, and may be provided in a vehicle (automobile). In particular, the vehicle to which the battery management apparatus according to the present invention is applied may be a vehicle equipped with an ISG function. Here, the ISG function is a function of temporarily stopping the engine in a stopped state during operation, and may be expressed in various other terms such as idle stop and go, start and stop, and the like.

1 is a view schematically showing a configuration of a battery management apparatus according to an embodiment of the present invention.

Referring to FIG. 1, the battery management apparatus according to the present invention may include a current measuring unit 100, a memory unit 200, and a controller 300.

The current measuring unit 100 may measure the current magnitude of the battery. The battery may include one or more secondary batteries, and a charge / discharge path may be provided between the secondary battery and the battery terminal. Then, the charging current or the discharging current flows in the charge / discharge path, so that the secondary battery can be charged or discharged. The current measuring unit 100 can measure the magnitude of the current flowing in the charging / discharging path. Particularly, the current measuring unit 100 can measure the magnitude of the discharge current of the battery in a state where the battery is discharged.

The current measuring unit 100 may employ various battery current sensors known at the time of filing of the present invention. For example, a sense resistor is provided on the battery charge / discharge path, and the current measuring unit 100 can measure the magnitude of the discharge current of the battery by measuring the voltage value across the sense resistor. Alternatively, the current measuring unit 100 may include a Hall sensor or the like.

When the current measuring unit 100 measures the magnitude of the discharge current of the battery, the current measuring unit 100 can transmit the measured current information to the controller 300. Also, the current measuring unit 100 may transmit the measured current information to the memory unit 200 and store the measured current information.

The memory unit 200 may store various kinds of information necessary for each component of the battery management apparatus according to the present invention to perform an operation.

In particular, the memory unit 200 may store a discharge voltage curve of the battery for a plurality of discharge current magnitudes. This discharge voltage curve will be described in more detail with reference to FIG.

2 is a graph schematically showing a discharge voltage curve stored in the memory unit 200 according to an embodiment of the present invention. In Fig. 2, the abscissa has units of [%] as SOC (State Of Charge) and the ordinate can have units of [V] as the battery voltage.

Referring to FIG. 2, the discharge voltage curve stored in the memory unit 200 may indicate a voltage change relationship according to a change in SOC at the time of discharging the battery. That is, the discharge voltage curve is a graph showing the magnitude of the voltage change that changes as the SOC changes during the discharge of the battery.

In particular, the memory unit 200 may store the discharge voltage curve for each of a plurality of discharge current magnitudes. That is, since the shape of the discharge voltage curve may vary depending on the magnitude of the discharge current, the memory unit 200 may store a corresponding discharge voltage curve for each discharge current magnitude. For example, in FIG. 2, a1 represents the SOC-voltage relationship when the battery is discharged to a current size of 10 A, a2 represents the SOC-voltage relationship when the battery is discharged to a current size of 20 A, And the SOC-voltage relationship when the battery is discharged at a current size of 30A.

The discharge voltage curve may be previously measured experimentally and stored in the memory unit 200. That is, a discharge voltage curve can be obtained by measuring and plotting the SOC and the battery voltage during discharging for each current size while varying the magnitude of the discharge current for the battery to be employed in the battery management apparatus according to the present invention . The discharge voltage curve obtained in this way can be stored in the memory unit 200.

In FIG. 2, one discharge voltage curve is shown for one current magnitude. However, the memory unit 200 may store a plurality of discharge voltage curves for each current magnitude. For example, the memory unit 200 may store a different discharge voltage curve for each battery type, for each current size. In this case, the battery management apparatus according to the present invention can be easily applied to other types of batteries.

In addition, the memory unit 200 may store a crank curve of the battery. This cranking curve will be described in more detail with reference to FIG.

3 is a graph showing a form of a cranking curve stored in the memory unit 200 according to an embodiment of the present invention. In the case of FIG. 3, as in FIG. 2, the abscissa is configured in units of% as SOC (State Of Charge), and the ordinate is composed of V units as battery voltage.

Referring to FIG. 3, the cranking curve b stored in the memory 200 represents the lowest start-up voltage according to the SOC of the battery. That is, as the SOC of the battery changes, the lowest voltage of the battery that can start the engine can be changed. The crank curve is a collection of values indicating the lowest voltage that can start the engine for each SOC. Therefore, if the battery voltage falls below a crank curve at a specific SOC, it can be said that the engine can not start with the battery. For example, when the SOC of the battery is 60%, when the crank curve shows 11V, when the SOC of the battery is 60%, if the battery has a voltage of less than 11V, the battery starts the engine It can be said that it is impossible.

In FIG. 3, a single cranking curve is shown. However, the memory 200 may store a plurality of cranking curves. For example, the memory unit 200 may store different cranking curves for different battery types. In this case, the battery management apparatus according to the present invention can have compatibility that can be easily applied to various batteries.

The memory unit 200 is not particularly limited as long as it is a storage medium capable of recording and erasing information. As an example, the memory unit 200 may be a RAM, a ROM, a register, a hard disk, an optical recording medium, or a magnetic recording medium. The memory unit 200 may be configured to be accessible by other components such as the controller 300 and the current measuring unit 100. For example, the memory unit 200 may be connected to the controller 300 through a data bus or the like. The memory unit 200 may store, update, erase, and / or transmit a program including various control logic performed by the control unit 300 and / or data generated when the control unit 300 is executed . The memory unit 200 may be logically divided into two or more, and may exist separately from other components such as the control unit 300 or exist in a form included in the control unit 300 or the like.

The control unit 300 may receive information on the current magnitude of the battery measured by the current measuring unit 100 from the current measuring unit 100. The control unit 300 may access the memory unit 200 and read the discharge voltage curve and the cranking curve stored in the memory unit 200. [ The control unit 300 can predict the crankability of the battery based on the current measurement information of the current measurement unit 100 and the storage information of the memory unit 200. [ Particularly, the controller 300 may predict the time information about when the engine can be started for restarting in the stopped state. That is, the control unit 300 can predict information on when the starting power can be stably supplied from the battery in the idling stop state.

More specifically, the control unit 300 can select a corresponding discharge voltage curve in the memory unit 200 using the magnitude of the discharge current measured by the current measuring unit 100. For example, the memory unit 200 stores the discharge voltage curve in the form as shown in FIG. 2, and a1, a2 and a3 are assumed to be the discharge voltage curves when the discharge currents are 10A, 20A and 30A, respectively do. At this time, if the magnitude of the discharge current measured by the current measuring unit 100 is 20A, the controller 300 can select a2 as a corresponding discharge voltage curve among the various discharge voltage curves stored in the memory unit 200 .

Also, the controller 300 can estimate the dischargeable SOC amount using the discharge voltage curve stored in the memory unit 200 and the cranking curve stored in the memory unit 200. That is, when the memory unit 200 stores a crank curve in the form as shown in FIG. 3, the controller 300 uses the discharge voltage curve extracted in FIG. 2 and the crank curve in FIG. 3 The dischargeable SOC amount can be estimated.

Here, the dischargeable SOC amount means the maximum dischargeable capacity of the battery within the range of maintaining the crankability at the present time. Such dischargeable SOC amount may have a unit of% or an Ah unit. At this time, having% unit means that the dischargeable SOC amount is expressed as a percentage of the present dischargeable capacity to battery capacity. The presence of the Ah unit means that the current capacity of the battery is the dischargeable capacity in the startability maintaining range. For example, if the controller 300 estimates the dischargeable SOC amount to 10% for a battery having a capacity of 100 Ah, it can be understood that the dischargeable capacity of the battery is 10 Ah at present.

Also, the controller 300 can predict the startable maximum time based on the estimated dischargeable SOC amount. Here, the maximum startable time means the maximum time that the battery can supply the starting power for restarting the engine in a state where the engine is temporarily stopped in the stop state during running, that is, in the engine idling stop state have. For example, when the controller 300 predicts the maximum startable time to be 10 minutes, it can be said that when the engine continues to be stopped for 10 minutes, the start of the engine is no longer triggered by the battery.

4 is a block diagram schematically illustrating a functional configuration of the controller 300 according to an embodiment of the present invention.

Referring to FIG. 4, the control unit 300 according to the present invention may include a dischargeable amount estimation unit 310 and a crankable time prediction unit 320.

The discharge allowable quantity estimation unit 310 can select the discharge voltage curve corresponding to the magnitude of the current measured by the current measurement unit 100 in the memory unit 200. [ In addition, the discharge allowable amount estimation unit 310 can estimate the dischargeable SOC amount by using the discharge voltage curve thus selected and the cranking curve stored in the memory unit 200. [ That is, the dischargeable amount estimation unit 310 can select a discharge voltage curve corresponding to the magnitude of the actual discharge current, and estimate the amount of dischargeable SOC through it.

When the dischargeable amount SOC amount is estimated by the discharge allowable amount estimation unit 310, the cranking possible time predicting unit 320 can predict the startable maximum time based on the estimated value. That is, the cranking possible time predicting unit 320 can calculate how long the startability of the battery can be maintained through the amount of dischargeable SOC.

Preferably, the controller 300 may select a discharge voltage curve corresponding to the magnitude of the discharge current discharged from the battery for a predetermined period of time. For example, the control unit 300 may select a discharge voltage curve similar to the discharge current magnitude measured for 5 minutes from the various discharge voltage curves stored in the memory unit 200. FIG.

Particularly, the controller 300 can use the current value measured during the previous predetermined time based on the instant when the engine is temporarily stopped, as the magnitude of the discharge current measured by the current measuring unit 100. For example, when the engine is temporarily stopped to perform the ISG function during the vehicle running, the control unit 300 determines that the discharge current measured during the latest predetermined time from the stopping point, for example, five minutes before the stopping point The discharge voltage curve corresponding thereto can be selected.

At this time, the controller 300 can select a curve having a current value closest to the magnitude of the discharge current measured for a predetermined period of time. 2, if the magnitude of the discharge current is 18 A for the time of 5 minutes immediately preceding the stop point of the engine, the controller 300 calculates the discharge current of 20 A B2 having the discharge current magnitude can be selected as the corresponding discharge voltage curve.

According to this configuration of the present invention, since the discharge voltage curve similar to the discharge current curve is selected by using the latest current usage information based on the engine stop point, the startable maximum time is more accurately predicted by reflecting the latest load usage history .

Further, the controller 300 may select a discharge voltage curve corresponding to the measured effective value (RMS) of the current. Since the magnitude of the discharge current of the battery supplied to the load may vary with time, a more accurate start-up maximum time prediction may be possible using such an effective value of the current.

Meanwhile, in the configuration in which the dischargeable SOC amount is estimated using the magnitude of the discharge current measured for a predetermined time, the controller 300 calculates the discharge current The weights can be given differently. In particular, the control unit 300 may allow the latest time interval to be given a higher weight than the past time interval.

For example, the control unit 300 gives a weight of 1.0 for the magnitude of the discharge current measured during the time from the stopping of the engine to 5 minutes before the start of the engine, The magnitude of the discharge current measured over time can be weighted to 0.7. The controller 300 may assign a weight of 0.5 to the magnitude of the discharge current measured for a time period from 10 minutes before to 20 minutes before the engine stop point.

According to this configuration of the present invention, it is possible to consider the latest usage history for the battery power usage pattern the most while considering the past usage history to some extent. Therefore, in this case, it is possible to minimize the mistaken prediction of future discharge amount usage by the instantaneous current consumption change pattern.

Also, preferably, the control unit 300 can estimate the dischargeable SOC amount using the intersection of the discharge voltage curve and the crank curve. This will be described in more detail with reference to Fig.

5 is a graph schematically illustrating a configuration in which a dischargeable SOC amount is estimated using a discharge voltage curve and a cranking curve by the control unit 300 according to an embodiment of the present invention.

Referring to FIG. 5, three discharge voltage curves (a1-a3) and one crank curve (b) stored in the memory unit 200 are shown in a single graph. The control unit 300 can estimate the dischargeable SOC amount by selecting any one of the three discharge voltage curves and extracting the intersection of the selected discharge voltage curve and the crank curve.

For example, if the control unit 300 selects a1 in the memory unit 200 as a corresponding discharge voltage curve, the controller 300 can extract the intersection of the a1 discharge voltage curve and the b cranking curve. In Fig. 5, these intersections are denoted by c1. The control unit 300 can estimate the dischargeable SOC amount based on the difference between the current SOC value and the horizontal axis (x axis) value of the c1 intersection point extracted as described above. In FIG. 5, since the horizontal axis value of the intersection c1 is d1, the controller 300 can extract the dischargeable SOC amount at this time (present SOC-d1). In addition, since d1 corresponds to about 30% in FIG. 5, the controller 300 can estimate that the dischargeable SOC amount is 25%, for example, if the current SOC is 55%.

As another example, if the controller 300 selects a2 as the discharge voltage curve, the controller 300 can estimate the dischargeable SOC amount using the intersection c2 of the a2 discharge voltage curve and the b cranking curve. That is, the controller 300 can estimate d2%, which is the horizontal axis value of c2, as the dischargeable SOC amount. In the figure, d2 corresponds to approximately 41%, so that the control unit 300 can estimate that the dischargeable SOC amount is 14% if the present SOC is 55% for example.

As another example, if the controller 300 selects a3 as the discharge voltage curve, the controller 300 can estimate the dischargeable SOC amount using the intersection c3 of the a3 discharge voltage curve and the b cranking curve . That is, the control unit 300 can estimate d3%, which is the horizontal axis value of c3, as the dischargeable SOC amount. In the figure, d3 corresponds to approximately 55%, so that the controller 300 can estimate that the dischargeable SOC amount is 0% if the present SOC is 55%, for example.

Also, preferably, the controller 300 can estimate the startable maximum time using the estimated value of the dischargeable SOC and the effective value of the discharge current. That is, the effective value can be determined by measuring the magnitude of the discharge current by the current measuring unit 100, and the controller 300 can estimate the dischargeable SOC amount through the effective value of the discharge current. Then, the controller 300 can estimate the crankability of the battery with respect to the engine, that is, how long the startable capacity will be maintained, using the rms value of the discharge current and the estimated value of the dischargeable SOC.

In particular, the control unit 300 can estimate the startable maximum time by converting the dischargeable SOC amount into the dischargeable capacity, and then dividing the converted dischargeable capacity by the effective value of the discharge current, such as the discharge current. Here, the dischargeable capacity can be calculated by multiplying the maximum capacity of the battery by the ratio of the dischargeable SOC amount. For example, if the maximum chargeable capacity of the battery at the present time is 100 Ah and the dischargeable SOC amount is 30%, the dischargeable capacity of the battery can be calculated as follows.

Dischargeable capacity = 100 × 0.3 = 30 Ah

That is, the discharging capacity of the battery is 30 Ah.

When the dischargeable capacity of the battery is calculated in this way, the calculated dischargeable capacity is divided by the effective value of the discharge current, so that the maximum startable time of the battery at the present time can be predicted.

For example, when the dischargeable capacity of the battery is 30 Ah and the effective value of the discharge current is 20 A, the maximum startable time of the battery can be calculated as follows.

Maximum startable time = 30/20 = 1.5 h

Based on the calculation result, the controller 300 can predict that the starting performance of the battery lasts for 1.5 hours at the present time.

On the other hand, the startable lowest voltage stored in the memory unit 200 as a crank curve is calculated using the open circuit voltage (OCV), the cranking maximum current, and the cranking resistance measured beforehand for each SOC . That is, with respect to the battery to which the battery management apparatus according to the present invention is applied, the open circuit voltage, the cranking maximum current and the cranking resistance are experimentally measured in advance for each SOC, and the measured result is a value corresponding to each SOC As shown in FIG. Here, the cranking maximum current means a maximum current required for engine cranking, and the cranking resistance can be regarded as a resistance generated in engine cranking. In addition, the memory unit 200 may store the corresponding open circuit voltage, cranking maximum current, and cranking resistance every 1% or 5% within a predetermined SOC, such as 0-100%.

Typically, the startable lowest voltage can be calculated through the following calculation and stored in the memory unit 200.

Startable minimum voltage = Open circuit voltage - (Cranking maximum current) × (Cranking resistance)

Also, preferably, the controller 300 may provide the driver with the corresponding information using the predicted maximum startable time. In other words, as described above, in the case of the battery management apparatus according to the present invention, the control unit 300 can predict the time when the engine startability of the battery can be guaranteed, Can be provided.

In this case, as shown in FIG. 4, the control unit 300 may further include an information providing unit 330. Here, the information providing unit 330 can provide the predicted time information to the user when the maximum startable time is predicted by the cranking possible time predicting unit 320. [ In this case, the information providing unit 330 of the control unit 300 may have a device such as a display such as an LCD, a lamp, and a speaker on the vehicle side, or a device already installed in the vehicle may be used.

For example, the information providing unit 330 of the control unit 300 can provide information to the user that the engine startability of the battery is sufficient at present, or that the engine startability of the battery is not sufficient. More specifically, the information providing unit 330 of the control unit 300 may directly provide the vehicle driver with time information on how long the engine startability of the battery can be maintained.

According to this configuration of the present invention, the driver can know in advance the time during which the startability of the battery can be maintained, so that it is possible to prevent the situation where the engine is not started by the battery.

In addition, the controller 300 may store the predicted time information in the memory unit 200 when the maximum startable time of the battery is predicted. In this case, the control unit 300 can use the value stored in the memory unit 200 to calculate the startable maximum time of the battery more quickly and concisely at a later point in time. In this case, the information on the battery use history can be obtained on the side of the vehicle maintenance person through the value stored in the memory unit 200, so that it can be used for managing the battery or the vehicle.

Also, preferably, the controller 300 may control the engine start of the vehicle using the maximum startable time. In this case, the control unit 300 may further include a start control unit 340, as shown in FIG. That is, when the startable maximum time of the battery is predicted, the startup control unit 340 of the control unit 300 can control the starting of the battery through the predicted time information.

For example, when the cranking possible time predicting unit 320 of the control unit 300 predicts that the maximum starting time of the battery is 20 minutes, the startup control unit 340 of the control unit 300 determines For example, if the vehicle is not started at the time when 18 minutes has elapsed, the start of the vehicle can be automatically started even if the vehicle is not in a starting condition. At this time, the startup control unit 340 of the control unit 300 may send a signal to the ECU (Electronic Control Unit) of the vehicle to turn on the engine, or may cause the engine to start directly without going through the ECU.

In addition, the controller 300 may predict the engine start-up performance of the battery by reflecting the time after the engine is stopped while the vehicle is running. That is, the current measuring unit 100 can measure the magnitude of the discharge current of the battery even after the engine is idle. In this case, the controller 300 selects a discharge voltage curve corresponding to the discharge current magnitude measured for a predetermined period of time after the engine is stopped, compares the discharge voltage curve with the cranking curve, and subtracts the difference from the current SOC It is possible to estimate the dischargeable SOC amount.

For example, if the engine is still maintained in the stopped state at about 10 minutes after the engine is stopped, the control unit 300 responds to the discharge current measured for a predetermined time, for example, 5 minutes The discharge voltage curve can be selected. As a more specific example, if the effective value of the discharge current flowing during this time is measured as 20 A, the controller 300 can select a3 as the corresponding discharge voltage curve in the configuration of FIG. The control unit 300 can estimate the startable maximum time using the discharge voltage curve a3 and the intersection c3 of the crank curve b.

According to this configuration of the present invention, even if the maximum allowable start time of the battery is predicted through the magnitude of the discharge current before the stop of the engine, if the magnitude of the discharge current after the point at which the engine is stopped changes, Can be changed. For example, in the configuration of FIG. 5, even if the discharge voltage curve is selected as a2 through the magnitude of the discharge current before the engine is stopped, the discharge voltage curve is changed to a3 through the magnitude of the discharge current after the engine is stopped. . Therefore, in this case, the predictable maximum time through the a2 discharge voltage curve can be changed to the predictable startable maximum time through the a3 discharge voltage curve. Therefore, not only before the engine is stopped but also from the battery usage pattern to the battery usage after the engine is stopped, the prediction of the startable maximum time can be more accurate.

In addition, the control unit 300 can receive the turn-on signal and the turn-off signal of each vehicle electrical component in the engine idle stop state, that is, in a state where the engine is stopped while the vehicle is running. Then, the control unit 300 can change the predicted value of the startable maximum time through the turn-on signal and the turn-off signal of each vehicle electrical product. At this time, the turn-on signal and the turn-off signal of each vehicle electrical component can be transmitted directly or indirectly from the ECU or the electrical component of the vehicle to the control unit 300.

For example, the control unit 300 can receive a turn-on signal of a predetermined electrical product, such as a vehicle DMB, from an ECU of the vehicle in an engine idle stop state. In addition, the controller 300 may reduce the maximum start-up time of the battery in consideration of the power consumption increase of the battery due to the turn-on of the DMB.

For example, the memory unit 200 may store the magnitude of the discharge current corresponding to each electrical component mounted on the vehicle. For example, the memory unit 200 may store the magnitudes of discharge currents corresponding to electrical components such as a display, a DMB, a radio, an electric seat, a heating wire, a headlight, navigation, and the like in advance.

In this case, when the turn-on signal of the predetermined electrical product is received, the control unit 300 can read the magnitude of the discharge current corresponding to the turned-on electrical component from the memory unit 200. Then, the controller 300 may sum the magnitude of the read discharge current and the magnitude of the current measured at the previous point of the idle stop state, and select the corresponding discharge voltage curve again. For example, when the engine is stopped, if the magnitude of the discharge current measured during the previous 5 minutes is 10A and the magnitude of the discharge current corresponding to the electrical component turned on after the engine is stopped is 10A, It is possible to select the discharge voltage curve corresponding to 20A, which is the sum of the discharge currents, as the magnitude of the discharge current, in the memory unit 200. FIG.

As another example, the memory unit 200 may store a correction value for the maximum startable maximum time corresponding to each electrical component mounted on the vehicle in advance. In this case, when the turn-on signal of the predetermined electrical product is received, the control unit 300 can read the time correction value corresponding to the turned-on electrical component from the memory unit 200. Then, the controller 300 can change the predicted value of the startable maximum time through the time correction value.

For example, the memory unit 200 may store the time correction value for navigation at one minute per 5 minutes. This may mean that the predictive value of the startable maximum time is reduced by one minute every time the navigation is used for five minutes. Therefore, if the navigation is used for 20 minutes after the engine is idled, even if the estimated maximum startable time is 40 minutes at the time when the engine is idle, the control unit 300 The maximum startable time can be shortened by 4 minutes.

On the contrary, when the turn-off signal of each electric component is received, the controller 300 can subtract the magnitude of the discharge current or the time correction value from the existing discharge current magnitude or the predicted time.

According to this configuration of the present invention, since the startable maximum time is adaptively adjusted according to the use of each electric component after the engine is idle stopped, a more accurate startable maximum time can be predicted, And can be stably maintained.

Also, the control unit 300 may turn off at least a part of the vehicle electrical components using the estimated start-up maximum time. That is, when the startable maximum time is predicted, the controller 300 may turn off the predetermined electrical product at a predetermined time before reaching the maximum time. For example, when the startable maximum time is predicted to be 10 minutes, the controller 300 may turn off the DMB and the radio after 5 minutes have elapsed from the time when the idle stop of the engine is predicted.

According to this configuration of the present invention, at least some of the electrical components are turned off so that the engine startable time is increased, and the user can easily grasp the information.

In particular, the control unit 300 may sequentially turn off the vehicle electrical components through the predicted startable maximum time. For example, when the startable maximum time is predicted to be 10 minutes, the controller 300 turns off the DMB when the engine idle stop time elapses, and turns off the radio when the elapsed time is four minutes , And the heating wire can be turned off at the elapse of 6 minutes. With this configuration, engine startability can be more effectively ensured. In such a configuration, the control unit 300 may directly turn off the vehicle electrical equipment or transmit the corresponding signal to the ECU so that the vehicle electrical equipment is turned off.

On the other hand, the control unit 300 can select a turn-off subject from the driver in a configuration in which the vehicle electrical equipment is turned off through the startable maximum time. For example, the control unit 300 may provide the vehicle electrical product list information to be turned off to the driver through a display device or a speaker, and may receive the vehicle electrical product selection information from the driver through a display device or a voice recognition device have. Then, the control unit 300 can turn off the vehicle electrical equipment selected by the driver. According to such a configuration, the most unnecessary electric component in the driver's position is first turned off, thereby extending the engine startability and minimizing the inconvenience of the driver.

The control unit 300 may be a processor, an application-specific integrated circuit (ASIC), another chipset, a logic circuit, a register, a communication modem, a data processing device, and the like that are known in the art for executing the various control logic described above . Also, when the control logic is implemented in software, the control unit 300 may be implemented as a set of program modules. At this time, the program module is stored in the memory and can be executed by the processor. The memory may be internal or external to the processor, and may be coupled to the processor by various well known means. Further, the memory may be included in the memory unit 200 of the present application. Further, the memory collectively refers to a device in which information is stored regardless of the type of the device, and does not refer to a specific memory device.

The controller 300 may be a battery management system (BMS) that can be electrically coupled to a battery or a control element included in the battery management system.

The battery management system may refer to a system called BMS in the art to which the present application belongs, but any system that performs at least one of the functions described in this application from a functional point of view may be a category of the battery management system .

At least one of the various control logic of the control unit 300 may be combined, and the combined control logic may be written in a computer-readable code system and recorded in a computer-readable recording medium. The type of the recording medium is not particularly limited as long as it can be accessed by a processor included in the computer. As one example, the recording medium includes at least one selected from the group including a ROM, a RAM, a register, a CD-ROM, a magnetic tape, a hard disk, a floppy disk and an optical data recording apparatus. In addition, the code system may be modulated with a carrier signal and included in a communication carrier at a specific point in time, and distributed and stored in a computer connected to the network. Also, functional programs, code, and code segments for implementing the combined control logic can be easily inferred by programmers of the art to which the present application belongs.

The battery management apparatus according to the present invention can be applied to the battery pack itself. Therefore, the battery pack according to the present invention may include the above-described battery management device. In addition to the battery management device, the battery pack according to the present invention may include a battery assembly in which a plurality of secondary batteries are connected in series or in parallel, battery electric parts such as fuses, bus bars, and relays, And the like.

Further, the battery management device according to the present invention can be applied to an automobile. Therefore, the automobile according to the present invention may include the battery management apparatus described above. In this case, the battery management device may be provided inside the battery pack, or may be provided outside the battery pack, that is, the automobile itself. Particularly, the battery management apparatus according to the present invention can more accurately and efficiently predict the engine starting performance by the battery in the state where the vehicle is stopped in the idling state of the automobile, so that the ISG function can be performed stably.

6 is a flowchart schematically showing a battery management method according to an embodiment of the present invention. In Fig. 6, the execution subject of each step may be each component of the above-described battery management device.

Referring to FIG. 6, a battery management method according to the present invention is a method of managing a battery provided in a vehicle in which an engine is temporarily stopped during a stop state during operation, and which supplies starting power to the engine.

According to the battery management method of the present invention, the discharge voltage curve showing the voltage change relationship according to the SOC during the discharge of the battery is stored in the memory unit 200 for each of a plurality of discharge current magnitudes, The cranking curve indicating the voltage is stored in the memory unit 200 (S110).

Next, when the magnitude of the discharge current of the battery is measured (S120), the corresponding discharge voltage curve among the discharge voltage curves stored in the step S110 is selected using the magnitude of the measured discharge current (S130).

Next, the dischargeable SOC amount is estimated using the discharge voltage curve selected in step S130 and the cranking curve stored in step S110 (S140).

Then, the maximum start-up time of the battery is predicted based on the amount of dischargeable SOC estimated in step S140 (S150).

In particular, in step S120, the magnitude of the measured discharge current may be a magnitude of a discharge current for a predetermined period of time based on a moment when the engine is temporarily stopped.

In addition, the step S140 may extract the intersection of the discharge voltage curve selected in the step S130 and the cranking curve stored in the step S110, and estimate the dischargeable SOC amount through the extracted intersection point.

Also, the step S150 can predict the startable maximum time using the dischargeable SOC amount estimated in the step S140 and the effective value of the discharge current measured in the step S120.

In addition, in step S110, the stored start-up maximum voltage may be a value previously calculated using an open-circuit voltage, a cranking maximum current, and a cranking resistance measured in advance for each SOC with respect to the battery.

In addition, the battery management method according to the present invention may provide the driver with the corresponding information using the predictable starting maximum time in step S150 after step S150.

Further, the battery management method according to the present invention may further include, after the step S150, controlling an engine start of the vehicle using the predictable startable maximum time in step S150.

In describing various embodiments of the present application, it is to be understood that the components labeled 'unit' or 'unit' are to be understood as functionally distinct elements rather than physically distinct elements. Thus, each component may be selectively integrated with another component, or each component may be divided into sub-components for efficient execution of the control logic (s). It is obvious to those skilled in the art, however, that even if the components are integrated or partitioned, the integrity of the function can be recognized, it is understood that the integrated or divided components are also within the scope of the present application.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. It will be understood that various modifications and changes may be made without departing from the scope of the appended claims.

100: current measuring unit
200:
300:
310: discharge possible amount estimation unit, 320: cranking possible time predicting unit, 330: information providing unit, 340:

Claims (10)

There is provided an apparatus for managing a battery provided in a vehicle in which an engine is temporarily stopped in a stopped state to supply starting power to the engine,
A current measuring unit for measuring a magnitude of a discharge current of the battery;
A memory unit for storing a discharge voltage curve indicating a voltage change relationship according to an SOC during discharge of the battery for each of a plurality of discharge current magnitudes and storing a crank curve indicating a lowest startable voltage according to the SOC of the battery; And
A discharge voltage curve corresponding to the selected discharge voltage curve is selected using the magnitude of the discharge current measured by the current measuring unit and the dischargeable SOC amount is calculated using the selected discharge voltage curve and the cranking curve stored in the memory unit And estimates the startable maximum time based on the estimated dischargeable SOC amount,
The battery management apparatus comprising: The method according to claim 1,
Wherein the control unit uses a magnitude of a discharge current measured by the current measuring unit and a magnitude of a discharge current for a predetermined period of time based on a time point at which the engine is temporarily stopped. The method according to claim 1,
Wherein the controller extracts an intersection of the predetermined discharge voltage curve and the crank curve and estimates the dischargeable SOC amount through the extracted intersection point. The method according to claim 1,
Wherein the control unit estimates the startable maximum time using the estimated dischargeable SOC amount and the effective value of the discharge current measured by the current measurement unit. The method according to claim 1,
Wherein the cranking curve stored in the memory unit is calculated by using an open circuit voltage, a cranking maximum current, and a cranking resistance measured in advance for each SOC for the battery. The method according to claim 1,
Wherein the control unit provides the corresponding information to the driver of the vehicle using the predicted startable maximum time. The method according to claim 1,
Wherein the controller controls engine starting of the vehicle using the predicted maximum startable time. A battery pack comprising the battery management device according to any one of claims 1 to 7. A vehicle including the battery management device according to any one of claims 1 to 7. A method of managing a battery provided in a vehicle in which an engine is temporarily stopped in a stopped state during operation, the battery supplying starting power to the engine,
Storing a discharge voltage curve indicating a voltage change relationship according to an SOC during discharge of the battery for each of a plurality of discharge current magnitudes and storing a crank curve indicating a startable lowest voltage according to an SOC of the battery;
Measuring a magnitude of a discharge current of the battery;
Selecting a discharge voltage curve stored in the storage step using the magnitude of the discharge current measured in the current magnitude measurement step;
Estimating a dischargeable SOC amount using the discharge voltage curve selected in the discharge voltage curve selection step and the cranking curve stored in the storage step; And
Estimating a startable maximum time of the battery based on the SOC amount estimated in the SOC estimation step
The battery management method comprising:

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