KR20210111380A - multi power supply and state of charge management system - Google Patents

Abstract

The present invention provides a system for multi-power supply and state of charge management to improve economic efficiency and safety. The system for multi-power supply and state of charge management comprises: an engine part providing driving power by being rotated; a vehicle generator power-connected to the engine part to produce electricity through driving power; a low-voltage battery selectively circuit-connected to the vehicle generator to store electricity produced from the vehicle generator; an auxiliary generator power-connected to the engine part in parallel with the vehicle generator to produce electricity in a generation quantity per time higher than the generation quantity per time of the vehicle generator; an automatic voltage regulator circuit-connected to an output terminal of the auxiliary generator to automatically control the output voltage of the auxiliary generator in a preset range; an electricity storage management part circuit-connected to an output terminal of the automatic voltage regulator, and charging and storing electricity produced by the auxiliary generator when the engine part is driven; and a power system control unit having an input terminal circuit-connected to an output terminal of the electricity storage management part, having an output terminal selectively circuit-connected to the low-voltage battery, and controlling to selectively switch circuit connection between one between the electricity storage management part and the vehicle generator and the low-voltage battery.

Description

Multi power supply and state of charge management system

The present invention relates to a multi-power supply and state-of-charge management system, and more particularly, to a multi-power supply and state-of-charge management system in which economic efficiency and safety are improved.

In general, automobiles use gasoline or diesel as fuel. Gasoline and diesel not only emit harmful substances and cause air pollution, but also crude oil for producing gasoline and diesel fuel is exhausted, so the development of alternative energy to replace it is difficult. it is necessary. Recently, each industry is rushing to develop alternative energy, and as an alternative to this, electric vehicles operated through electric energy are being developed.

The electric vehicle refers to a vehicle operated using electricity, and may be largely divided into a battery powered electric vehicle and a hybrid electric vehicle.

Here, the pure electric vehicle is a vehicle that runs using only electricity without using fossil fuel, and is generally referred to as an electric vehicle. And, the hybrid electric vehicle refers to a vehicle that runs using electricity and fossil fuels.

The electric vehicle is provided with a battery for supplying electricity for driving. In particular, a pure electric vehicle and a plug-in type hybrid electric vehicle charge a battery using power supplied from an external power source, and drive an electric motor using the electric power charged in the battery.

In addition, a vehicle that does not have an engine and operates only with electric energy stored in a pure battery, such as the electric vehicle, can be driven only by charging the battery when the energy of the battery is discharged. However, compared to the spread of the electric vehicle, there is a disadvantage in that the charging place is limited as the infrastructure for the electric vehicle, such as the installation of a charging station supporting electric charging, does not reach it.

Here, the driver can charge power to the battery of the electric vehicle by using the emergency power supply device provided in the towing vehicle, such as a lorry, which is urgently dispatched in a situation in which unexpected battery discharge or charging is required while the electric vehicle is being driven. have.

In this power supply device, as the rotor of the generator connected to the engine of the towing vehicle rotates at a high speed at tens of thousands of revolutions per minute (RPM), power that can be supplied to the electric vehicle can be produced. At this time, the AC voltage produced as the rotor is rotated may be converted into a DC voltage through a rectifier and supplied to the electric vehicle or stored in an auxiliary battery.

Here, as the auxiliary battery, a nickel-based battery such as nickel-cadmium or nickel-metal hydride is mainly used, but a lithium ion battery having a high energy density is mainly used as the demand for a high-performance automobile battery increases in recent years.

However, if the lithium ion-based auxiliary battery is overheated by overloading the lithium-ion-based auxiliary battery due to excessive supply of power above the rated voltage, generation of overcurrent, or discharging due to low voltage, safety accidents such as fire are highly likely to occur. There was a problem that it was difficult to reuse.

In addition, when a high load is applied to a generator using the vehicle's battery as the main power of the system, or when power consumption is greater than the generator's charging voltage, frequent charging and discharging occurs, there is a problem in that the battery life is reduced.

On the other hand, some conventional vehicles and ships are equipped with an auxiliary diesel engine for power generation, and this auxiliary diesel engine uses diesel as a raw material. Here, in the case of most cleaning vehicles, an auxiliary diesel engine is used to operate the cleaning function, and in the case of dust inhaling vehicles, as the auxiliary diesel engine is operated to clean fine dust, nitrogen oxides ( Nitrogen dioxide, nitrogen monoxide), exhaust gas, soot and carbon were generated, and there was a problem in that environmental friendliness was lowered. In addition, there is a problem in that noise is generated when the auxiliary diesel engine is driven.

In addition, due to the constant operation of the auxiliary diesel engine, excessive fuel consumption occurs, and there is a problem in that economical efficiency is lowered due to cost and time such as replacement of parts in case of failure.

Moreover, there is a problem in that shutdown occurs due to power instability of the auxiliary diesel engine, and frequent management is required due to vibration of the engine itself, thereby reducing the usability.

Korean Patent Registration No. 10-1870727

In order to solve the above problems, an object of the present invention is to provide a multi-power supply and state-of-charge management system in which economic efficiency and safety are improved.

In order to solve the above problems, the present invention is an engine unit that provides a driving force as it rotates; a vehicle generator connected to the engine unit to generate power through driving force; a low-voltage battery selectively circuitly connected to the vehicle generator to store power generated from the vehicle generator; an auxiliary generator that is power-connected to the engine unit in parallel with the vehicle generator and generates electric power at a higher amount of generation per hour than the amount of generation per hour of the vehicle generator; an automatic voltage regulator connected to the output terminal of the auxiliary generator to automatically control the output voltage of the auxiliary generator within a preset range; a power storage management unit connected to the output terminal of the automatic voltage regulator and charging and storing the power generated by the auxiliary generator when the engine unit is driven; and an input terminal circuit connected to an output terminal of the power storage management unit, an output terminal selectively circuitly connected to the low voltage battery, and control to selectively switch a circuit connection between the low voltage battery and any one of the vehicle generator and the power storage management unit It provides a multi-power supply and charge state management system including a power system control unit.

Through the above solution means, the present invention provides the following effects.

First, through the power system control unit, the power storage management unit that stores the power produced by the auxiliary generator connected to the engine in parallel with the vehicle generator is switched to supply power to the low-voltage battery, so the rapid discharge of the low-voltage battery is prevented. Lifespan is significantly increased, and fuel efficiency can be significantly improved by reducing the load on the vehicle generator.

Second, by dividing the seasons based on the preset date through the real-time clock module of the power system control unit, the charging cycle is automatically controlled in response to the different discharge rates of the low-voltage battery for each season, but the ambient temperature sensor and low voltage of the charge state management module By judging the seasonal temperature range measured by the battery temperature sensor based on different criteria, it is possible to prevent the deterioration of the lifespan of the low-voltage battery due to discharging because it is charged with the seasonal charging voltage by distinguishing between extremely low and extremely high temperatures.

Third, the charge state management module installed in the low voltage battery wirelessly communicates each temperature data measured by the ambient temperature sensor and the low voltage battery temperature sensor to the power system control unit, and the charged voltage is automatically optimized based on the temperature data. Lifespan can be significantly improved.

Fourth, the operation control unit of the power system control unit compares and calculates each voltage detected by the voltage sensing unit to switch and control the circuit connection between the low-voltage battery and any one of the vehicle generator and the power storage management unit. The safety of use can be significantly improved by stably supplying power to the vehicle system power supply unit.

1 is a block diagram showing a multi-power supply and state-of-charge management system according to an embodiment of the present invention.
Figure 2 is a block diagram showing a power system control unit in the multi-power supply and charge state management system according to an embodiment of the present invention.
3 is a block diagram showing a state of charge management module in the multi-power supply and state of charge management system according to an embodiment of the present invention.
Figure 4 is a flow chart showing the operating state of the multi-power supply and charge state management system according to an embodiment of the present invention.
5 is a flowchart illustrating an operating state of a power system control unit in a multi-power supply and charge state management system according to an embodiment of the present invention;
6 and 7 and 8 are flow charts showing the operation state when the engine unit is stopped in the multi-power supply and charge state management system according to an embodiment of the present invention.
9 and 10 are flowcharts illustrating an operation state when the engine unit is driven in the multi-power supply and charge state management system according to an embodiment of the present invention.
11 and 12 are graphs illustrating the relationship between time and battery voltage in a multi-power supply and state-of-charge management system according to an embodiment of the present invention.

Hereinafter, a multi-power supply and charge state management system according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram showing a multi-power supply and charge state management system according to an embodiment of the present invention, Figure 2 is a power system control unit in the multi-power supply and charge state management system according to an embodiment of the present invention It is a block diagram shown. And, Figure 3 is a block diagram showing the state of charge management module in the multi-power supply and charge state management system according to an embodiment of the present invention, Figure 4 is a multi-power supply and charge state management according to an embodiment of the present invention It is a flowchart showing the operating state of the system. And, Figure 5 is a flow chart showing the operation state of the power system control unit in the multi-power supply and charge state management system according to an embodiment of the present invention. And, FIGS. 6, 7 and 8 are flowcharts showing the operating state when the engine unit is stopped in the multi-power supply and charge state management system according to an embodiment of the present invention, and FIGS. 9 and 10 are one embodiment of the present invention It is a flowchart showing the operating state when the engine unit is driven in the multi-power supply and charge state management system according to the embodiment. 11 and 12 are graphs illustrating the relationship between time and battery voltage in a multi-power supply and state-of-charge management system according to an embodiment of the present invention.

1 to 12, the multi-power supply and charge state management system 100 according to an embodiment of the present invention includes an engine unit 10, a vehicle generator 20, a low-voltage battery 30, and an auxiliary generator. 40 , an automatic voltage regulator 50 , a power storage management unit 60 , a power system control unit 70 , a charging state management module 80 , and a vehicle system power supply unit 90 .

Here, the multi-power supply and charge state management system 100 according to the present invention is equipped with an auxiliary generator 40 provided as an ultra-small high-efficiency generator (Alternator) having driving performance of 15 kW and 8 kW per hour in the engine unit 10 and Power is connected to produce electricity during operation and idling of the engine unit 10, and the produced electricity is stored in the power storage management unit 60, depending on the intended use even in the running/stopped (non-starting) state of the engine unit 10 It is a system that can be used as a power source for various systems.

This multi-power supply and charge state management system 100 can be applied to all vehicles, ships, etc. equipped with an auxiliary diesel engine for power generation. For example, the multi-power supply and charge state management system 100 includes environmental cleaning vehicles such as dust suction vehicles, road cleaning vehicles, spray cleaning vehicles, and manhole cleaning vehicles, and tactical command vehicles (military), bird extermination vehicles (military) broadcasting vehicles , can be applied to special-purpose vehicles, including campers, refrigerated and refrigerated logistics transport vehicles. In addition, the multi-power supply and charge state management system 100 may be applied to ships including general boats, yachts, fishing boats, coastal rescue boats for the Coast Guard, and military unmanned ships. Hereinafter, a case in which the multi-power supply and charge state management system 100 is applied to a vehicle is illustrated and described as an example.

In detail, referring to FIG. 1 , the engine unit 10 is provided to provide a driving force as it rotates. In this case, the engine unit 10 is preferably understood as an engine device provided in a vehicle, a ship, or the like.

In addition, the vehicle generator 20 is connected to the engine unit 10 to generate power through driving force. The vehicle generator 20 may include a rotor unit provided with a permanent magnet to generate power, and a stator unit for generating power through electromagnetic induction with the rotor unit.

In addition, it is preferable that the low-voltage battery 30 is selectively circuit-connected to the vehicle generator 20 to store power generated from the vehicle generator 20 . In this case, the low-voltage battery 30 is preferably understood as a battery provided in a vehicle, a ship, or the like.

Here, the low-voltage battery 30 may have a vehicle system power supply unit 90 connected to an output terminal to supply power stored in the low-voltage battery 30 to the vehicle system power supply unit 90 .

In addition, the auxiliary generator 40 is power-connected to the engine unit 10 in parallel with the vehicle generator 20 and is provided to produce power at a higher amount of generation per hour than the amount of generation per hour of the vehicle generator 20 desirable. In addition, the auxiliary generator 40 may be provided with a smaller size than the vehicle generator 20 . That is, it is preferable to understand that the auxiliary generator 40 is provided as a miniature high-efficiency generator. The auxiliary generator 40 may include a rotor unit provided with a permanent magnet to generate power, and a stator unit for generating power through electromagnetic induction with the rotor unit.

In addition, it is preferable that the automatic voltage regulator 50 has an input terminal connected to the output terminal of the auxiliary generator 40 to automatically control the output voltage of the auxiliary generator 40 to a preset range.

In addition, the power storage management unit 60 has an input terminal connected to the output terminal of the automatic voltage regulator 50 to rapidly charge and store the power generated by the auxiliary generator 40 when the engine unit 10 is driven. It is preferable to be provided. At this time, it is preferable to understand that the power storage management unit 60 is provided as an Energy Storage System (ESS).

In detail, the power storage management unit (60) has an input circuit connected to the output terminal of the automatic voltage regulator (50), and the output terminal is the power system control unit (70). It is preferable to include a storage battery 61 that is circuit-connected to the vehicle system power supply unit 90 and an external output unit 92 that may be provided as a load, a motor, or the like.

In this case, a separate output port (not shown) may be provided to connect the storage battery 61 and the external output unit 92 . Through this, it is possible to selectively charge a separate external battery for the power of the power storage management unit 60, so that the usability can be improved.

In addition, it is preferable that the power storage management unit 60 includes a PMS unit 62 (PMS, Power Management System) that is circuit-connected to the storage battery 61 to manage the stored power voltage.

In addition, the power storage management unit 60 is circuit-connected to the storage battery 61 to prevent overcharging and discharging of the storage battery 61, blocking overcurrent, and providing a short circuit protection function. Management System) is included. Here, the BMS unit 63 may include a sensing unit for sensing battery information such as voltage, current, temperature, and pressure of the storage battery 61 . In addition, the PMS unit 62 may electrically and automatically control the storage battery 61 to be protected based on the battery information sensed through the sensing unit.

In addition, the power storage management unit 60 includes an AC-DC converter provided to convert AC power introduced from the auxiliary generator 40 through the automatic voltage regulator 50 into DC power, and a set power voltage value. It may further include a DC-PC unit (64, PCS, Power Conversion System) including a DC converter provided to convert the .

On the other hand, referring to FIGS. 1 and 2 , the power system control unit 70 (PSCU, Power System Control Unit) has an input circuit connected to an output terminal of the power storage management unit 60, and the low voltage battery 30. It is preferable that an output terminal is selectively circuit-connected, and provided to selectively switch and control a circuit connection between the low-voltage battery 30 and any one of the vehicle generator 20 and the power storage management unit 60 . In this case, the power system control unit 70 is preferably understood as a control unit provided to control the power supply source of the low voltage battery 30 .

In addition, the power system control unit 70 may be circuit-connected to the vehicle system power supply unit 90, and a display unit ( 91) can be circuit-connected.

In detail, referring to FIG. 2 , the power system control unit 70 includes an operation control unit 71 , a DC-DC converter 72 , a voltage drop prevention circuit 73 , a voltage sensing unit 74 , and a switching unit 75 . ), a vehicle system communication unit 76 , a control unit temperature sensor 77 , an SOC communication unit 78 , and a real-time clock module 79 .

Here, the operation control unit 71 compares and calculates the respective voltages of the low-voltage battery 30 and the power storage management unit 60 sensed by the voltage sensing unit 74, and the low-voltage battery 30 and the vehicle generator (20) and the power storage management unit (60) is preferably provided so as to selectively switch the circuit connection between any one.

In addition, the DC-DC converter 72 is preferably provided to selectively convert the input voltage of the power storage management unit 60 produced and introduced by the auxiliary generator 40 into a set output voltage.

In addition, the voltage drop prevention circuit 73 is a power source when switching the circuit connection between the low voltage battery 30 and the vehicle generator 20 and any one of the power storage management unit 60 through the switching unit 75 . It is preferable to be provided as a circuit to block the fall of.

In addition, the voltage sensing unit 74 is preferably provided to detect each voltage and each charge amount of the low-voltage battery 30 and the power storage management unit 60 .

In addition, the switching unit 75 is preferably provided as a circuit for selectively switching a circuit connection between any one of the low voltage battery 30 , the vehicle generator 20 , and the power storage management unit 60 .

In addition, the vehicle system communication unit 76 may be provided to communicate wirelessly with the vehicle system power supply unit 90 and various electronic equipment of the vehicle. Furthermore, the control unit temperature sensor 77 may be provided to sense the temperature of the power system control unit 70 itself, and may be provided to transmit data about the sensed temperature to the operation control unit 71 . At this time, when the temperature of the power system control unit 70 received through the control unit temperature sensor 77 exceeds a preset value, the operation control unit 71 may control to transmit an alarm signal and stop driving. .

In addition, the OSC communication unit 78 is preferably provided to mediate wireless communication with the OSC module 83 provided in the charging state management module 80 .

In addition, it is preferable that the real-time clock module 79 is provided to classify the seasons based on a preset date pre-stored as data.

Meanwhile, referring to FIGS. 1 and 3 , the state of charge management module 80 is preferably provided to control the charging rate differently in response to the seasonal voltage discharge time of the low-voltage battery 30 . In this case, the state of charge (SOC) is preferably understood as the amount of charge stored in the battery. In addition, it is preferable that the state of charge management module 80 is circuit-connected to the output terminal of the low-voltage battery 30 .

In detail, referring to FIG. 3 , the charge state management module 80 may include an ambient temperature sensor 81 , a low voltage battery temperature sensor 82 , an OSC module 83 , and a management control unit 84 .

Here, the ambient temperature sensor 81 is preferably provided to measure the ambient temperature of the area in which the low voltage battery 30 is disposed, and the low voltage battery temperature sensor 82 is disposed in the low voltage battery 30 , Preferably, it is provided to measure the temperature of the low voltage battery 30 .

In addition, the OSC module 83 is communicatively connected to the SC communication unit 78 of the power system control unit 70 and each temperature measured by the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 . Preferably, it is provided to transmit data by wireless communication.

Hereinafter, the operating state of the multi-power supply and charge state management system 100 according to an embodiment of the present invention will be described in detail.

In detail, referring to FIG. 4 , when the engine unit 10 is driven ( s100 ), the vehicle generator 20 power connected to the engine unit 10 is driven ( s101 ). And, as the vehicle generator 20 is driven, the low-voltage battery 30 connected in a circuit to the vehicle generator 20 may be selectively charged.

In addition, when the engine unit 10 is driven (s100), the auxiliary generator 40, which is power-connected to the engine unit 10 independently of the vehicle generator 20, is driven (s103). And, as the auxiliary generator 40 is driven, the power storage management unit 60 may be charged through the automatic voltage regulator 50 connected to the auxiliary generator 40 in a circuit (s105).

In addition, it is preferable that the operation control unit 71 of the power system control unit 70 compares and determines the respective voltages of the low-voltage battery 30 and the power storage management unit 60 through the voltage sensing unit 74 . (s106).

Here, after comparing the respective voltages of the low-voltage battery 30 and the power storage management unit 60 , the low-voltage battery 30 and the vehicle generator 20 are connected through the switching unit 75 and at the same time, the Blocking (s107) the thermal connection between the low-voltage battery 30 and the power storage management unit 60, or connecting the low-voltage battery 30 and the power storage management unit 60, and at the same time, the low-voltage battery 30 and the vehicle Heating between the generators 20 can be blocked (s108).

At this time, when the low voltage battery 30 and the vehicle generator 20 are connected and the thermal connection between the low voltage battery 30 and the power storage management unit 60 is blocked, the operation control unit 71 controls the vehicle generator 20 ) can transmit a drive stop signal. Accordingly, since the number of times of power generation of the vehicle generator 20 is reduced, lifespan is increased and fuel efficiency can be significantly improved.

Then, the power of the low voltage battery 30 may be supplied to the vehicle system power supply unit 90 (s109).

On the other hand, looking at the internal processing process of the power system control unit 70 with reference to FIG. 5 , when power is supplied to the low voltage battery 30 ( s200 ), the voltage sensing unit 74 detects the low voltage battery 30 . ) is sensed (s201).

Then, the operation control unit 71 compares and determines the voltage set value of the low voltage battery 30 and the state of charge (SOC) set value of the auxiliary generator 40 (s202).

In addition, in order to supply the power charged in the power storage management unit 60 to the low-voltage battery 30, the operation control unit 71 controls the power storage management unit 60 through the DC-DC converter 72. The input voltage is controlled to be converted into a set output voltage (s203).

Subsequently, the operation control unit 71 connects the low voltage battery 30 and the power storage management unit 60 through the switching unit 75 and simultaneously connects the low voltage battery 30 and the vehicle generator 20 . It can be controlled to block the heat (s204).

At this time, the operation control unit 71 may control the driving of the voltage drop prevention circuit 73 (s205). Accordingly, the voltage supplied from the power storage management unit 60 to the low voltage battery 30 is supplied through the voltage drop prevention circuit 73, so that a temporary voltage drop in the switching process can be prevented.

In addition, the power of the power storage management unit 60 may be finally supplied to the vehicle system power supply unit 90 (s206), and the operation control unit 71 controls the low voltage battery 30 and the power storage management unit 60 ) by comparing the respective voltages, it is possible to control the low-voltage battery 30 to be charged (s209). In addition, the power of the low voltage battery 30 may be supplied to the vehicle system power supply unit 90 (s209).

Here, the operation control unit 71 may control by applying different control algorithms to each other when the engine unit 10 is stopped and driven. In this case, the operation control unit 71 may be signal-connected to an engine driving detection unit (not shown) that detects whether the engine unit 10 is driven.

In detail, an operation state of the power system control unit 70 when the engine unit 10 is stopped will be described with reference to FIG. 6 . Here, it is preferable to understand that the engine unit 10 is stopped when the vehicle is parked, and power is supplied from the low-voltage battery 30 to the vehicle system power supply unit 90 to provide a voltage to the vehicle's black box, alarm device, etc. It is desirable to understand the state in which it is being used.

First, when the engine unit 10 is stopped (s300), the voltage sensing unit 74 senses the voltage of the low-voltage battery 30 (s301). At this time, data on the voltage of the low-voltage battery 30 sensed through the voltage sensing unit 74 is transmitted to the operation control unit 71 .

Then, the charging state data of the power storage management unit 60 detected by the voltage sensing unit 74 is transmitted to the operation control unit 71 (s302).

Here, the operation control unit 71 determines whether the voltage of the low-voltage battery 30 is equal to or greater than a first set value (s303). In this case, the first set value may be set to 11.5V when the rated voltage of the low-voltage battery 30 is 12V.

Then, when the voltage of the low-voltage battery 30 is greater than or equal to the first set value, it is returned and the above-described algorithm is repeatedly performed.

On the other hand, when the voltage of the low-voltage battery 30 is less than the first set value, the operation control unit 71 determines whether the state of charge data of the power storage management unit 60 is equal to or greater than the reference set value (s304). For example, the reference set value may be set to 40% as the amount of charge of the power storage management unit 60 .

Here, when the charge state data of the power storage management unit 60 is less than a reference set value, the operation control unit 71 transmits data about the voltage of the low voltage battery 30 to the display unit 91, and the power storage management unit 60 ) of the charging state data, and an alarm signal can be transmitted (s306).

On the other hand, when the charge state data of the power storage management unit 60 is equal to or greater than a reference set value, the operation control unit 71 controls the automatic voltage regulator 50 from the auxiliary generator 40 through the DC-DC converter 72 . Controls to convert the input voltage flowing into the power storage management unit 60 into a set output voltage through (s305).

In addition, the operation control unit 71 interconnects the low voltage battery 30 and the power storage management unit 60 through the switching unit 75 to supply power to the low voltage battery 30 to supply power to the low voltage battery ( 30) may be charged more than the first set value. For example, the low voltage battery 30 may be finally fully charged to 12.5V.

In other words, when the engine unit 10 is stopped, the operation control unit 71 determines that the charging voltage of the low-voltage battery 30 is less than the first set value and the charging state data of the power storage management unit 60 is the standard. When it is equal to or greater than the set value, the DC-DC converter 72 may be driven and controlled, and the low-voltage battery 30 and the power storage management unit 60 may be interconnected and controlled. In addition, when the engine unit 10 is stopped, the operation control unit 71 notifies if the charging voltage of the low-voltage battery 30 is less than the first set value and the charging state data of the power storage management unit is less than the reference set value. signal can be transmitted.

Meanwhile, an operation state of the charging state management module 80 when the engine unit 10 is stopped will be described with reference to FIG. 7 . First, the power system control unit 70 is driven and the charge state management module 80 is driven (s400).

Then, the communication pairing between the SC communication unit 78 of the power system control unit 70 and the OSC module 83 of the charging state management module 80 is checked (s401).

Here, the SOC communication unit 78 of the power system control unit 70 determines whether communication with the OSC module 83 of the charge state management module 80 is connected (s402).

At this time, if the connection between the SOC communication unit 78 of the power system control unit 70 and the OSC module 83 of the charging state management module 80 is not established, the SOC communication unit 78 determines whether an error has occurred. Confirm (s403).

Here, if the communication error is not confirmed (s404), it returns to the step (s401) of confirming communication pairing, but when a communication error is confirmed (s404), the SOC communication unit 78 wirelessly communicates with the display unit 91 An error alarm signal is transmitted (s405). Then, the driving of the state of charge management module 80 is stopped (s406) and the algorithm is terminated.

On the other hand, in the step (s402) of determining whether communication between the SOC communication unit 78 of the power system control unit 70 and the OSC module 83 of the charging state management module 80 is connected, the SOC communication unit ( 78) and the OSC module 83 are connected, the ambient temperature of the low voltage battery 30 through the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 of the charge state management module 80 and the temperature of the low-voltage battery 30 is checked (s407).

Here, the management control unit 84 of the state of charge management module 80 determines whether the temperature is sensed by the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 (s408).

At this time, if the temperature is not detected by the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 , the management control unit 84 generates an error in the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 . It is checked whether or not (s409).

And, if the error of the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 is not confirmed (s410), checking the ambient temperature of the low voltage battery 30 and the temperature of the low voltage battery 30 ( Return to s407), but when an error is confirmed (s410), the management control unit 84 sends a temperature sensor error alarm signal to the display unit 91 through the SOC communication unit 78 and the OSC module 83. transmit (s411). Then, the driving of the state of charge management module 80 is stopped (s406) and the algorithm is terminated.

On the other hand, when the temperature is sensed by the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 ( s408 ), the management control unit 84 determines that the detected temperature is within a preset operating temperature range of the low voltage battery 30 . It is determined whether it is within (s412).

At this time, when the detected temperature is out of the preset operating temperature range of the low voltage battery 30, the driving of the state of charge management module 80 is stopped (s406) and the algorithm is terminated.

On the other hand, when the detected temperature is within the preset operating temperature range of the low-voltage battery 30, the charging voltage of the low-voltage battery 30 is checked through a voltage sensor provided in the low-voltage battery 30 (s413). .

Then, the management control unit 84 determines whether the charging voltage of the low-voltage battery 30 is checked (s414). Here, if the charging voltage of the low-voltage battery 30 is not checked, it is checked whether an error occurs in the voltage sensor of the low-voltage battery 30 ( s415 ). And, if an error is not confirmed in the voltage sensor of the low-voltage battery 30 (s416), it returns to the step of checking the charging voltage of the low-voltage battery 30 (s413), but when the error is confirmed (s416), the management The control unit 84 transmits a voltage sensor error alarm signal to the display unit 91 through the SOC communication unit 78 and the OSC module 83 (s417). Then, the driving of the state of charge management module 80 is stopped (s406) and the algorithm is terminated.

In addition, when the charging voltage of the low-voltage battery 30 is confirmed, the management control unit 84 includes data obtained from the state-of-charge management module 80 , that is, the ambient temperature sensor 81 and the low-voltage battery temperature sensor 82 . ), the temperature data obtained from each is transferred to the power system control unit 70 through wireless communication (s418). At this time, the process returns to the step s407 of checking the ambient temperature of the low-voltage battery 30 and the temperature of the low-voltage battery 30, and at the same time, the voltage sensing unit 74 of the power system control unit 70 detects the low-voltage battery The voltage of (30) is sensed (s419).

Meanwhile, referring to FIG. 8 , the voltage sensing unit 74 detects the voltage of the low-voltage battery 30 and confirms a set voltage value of the low-voltage battery 30 ( s500 ). In this case, the set voltage value may be set to 12V or 24V.

Then, the operation control unit 71 determines whether the charging state data of the power storage management unit 60 is equal to or greater than a reference set value (s502). For example, the reference set value may be set to 5% as the amount of charge of the power storage management unit 60 .

Here, when the state of charge data of the power storage management unit 60 is less than the reference set value, the connection between the low voltage battery 30 and the power storage management unit 60 is blocked through the switching unit 75 and the low voltage battery 30 ) is stopped, and the operation of the OSC module 83 may be controlled to stop (s503).

On the other hand, if the charging state data of the power storage management unit 60 is equal to or greater than the reference set value, the operation control unit 71 determines whether the charging voltage of the low voltage battery 30 is less than the preset value (s504). The charging voltage may be set to 12.4V when the set voltage value is 12V, and may be set to 24.8V when the set voltage value is 24V.

Here, when the charging voltage of the low-voltage battery 30 is greater than or equal to a preset value, the voltage sensing unit 74 detects the voltage of the low-voltage battery 30 and confirms the set voltage value of the low-voltage battery 30 ( s500) is returned.

On the other hand, if the charging voltage of the low-voltage battery 30 is less than the preset value, the operation control unit 71 determines the date of the real-time clock module 79 and the low-voltage battery pre-stored in the power system control unit 70 . Check the voltage integration data of (30) (s505).

Here, the operation control unit 71 determines that, when the engine unit 10 is stopped, the state of charge data of the power storage management unit 60 sensed by the voltage sensing unit 74 is greater than or equal to a reference set value, and the low voltage battery 30 ), when the charging voltage is less than the preset value, the real-time clock module 79 divides the season based on the preset date, and the ambient temperature sensor 81 and the low-voltage battery temperature sensor 82 for each season. The measured temperature range can be determined.

In addition, the operation control unit 71 interconnects and controls the low voltage battery 30 and the power storage management unit 60 to the voltage integration data of the low voltage battery 30 stored in the power system control unit 70 in advance. Correspondingly, it is possible to control the supply of the charging voltage to the low-voltage battery 30 at different cycles for each season.

In detail, when the date confirmed through the real-time clock module falls within the range set as winter (s506), the operation control unit 71 receives the ambient temperature sensor from the charging state management module 80 through wireless communication. (81) and it is determined whether each temperature data measured by the low voltage battery temperature sensor 82 is less than a first temperature (s507). In this case, the first temperature may be set to 0 ℃.

Here, when each of the temperature data is less than the first temperature, the operation control unit 71 interconnects and controls the low voltage battery 30 and the power storage management unit 60 through the switching unit 75 to control the low voltage The battery 30 may be charged with a preset winter charging voltage (s508). In this case, the winter charging voltage may be set to 14.4V when the set voltage value of the low-voltage battery 30 is 12V, and may be set to 28.8V when it is 24V. Then, the voltage detection unit 74 detects the voltage of the low-voltage battery 30 and returns to the step s500 of confirming the set voltage value of the low-voltage battery 30 .

On the other hand, when each of the temperature data is equal to or greater than the first temperature, the operation control unit 71 determines whether the charging voltage of the low-voltage battery 30 is less than a preset value (s508). In this case, the preset value may be set to 12V or 24V.

Here, when the charging voltage of the low-voltage battery 30 is greater than or equal to a preset value, the voltage sensing unit 74 detects the voltage of the low-voltage battery 30 and confirms the set voltage value of the low-voltage battery 30 ( s500) is returned.

And, when the charging voltage of the low-voltage battery 30 is less than a preset value, the operation control unit 71 interconnects the low-voltage battery 30 and the power storage management unit 60 through the switching unit 75 and controls the interconnection. The low-voltage battery 30 may be charged with a preset winter charging voltage (s508). Then, the voltage detection unit 74 detects the voltage of the low-voltage battery 30 and returns to the step s500 of confirming a set voltage value of the low-voltage battery 30 .

On the other hand, when the date confirmed through the real-time clock module falls within the range set as spring or autumn instead of winter (s510), the operation control unit 71 determines that the charging voltage of the low-voltage battery 30 is less than a preset value. It is determined whether it is (s511). In this case, the preset value may be set to 11.6V or 23.2V.

Here, when the charging voltage of the low-voltage battery 30 is greater than or equal to a preset value, the voltage sensing unit 74 detects the voltage of the low-voltage battery 30 and confirms the set voltage value of the low-voltage battery 30 ( s500) is returned.

And, when the charging voltage of the low-voltage battery 30 is less than a preset value, the operation control unit 71 interconnects the low-voltage battery 30 and the power storage management unit 60 through the switching unit 75 and controls the interconnection. The low-voltage battery 30 may be charged with a preset charging voltage (s512). Then, the voltage detection unit 74 detects the voltage of the low-voltage battery 30 and returns to the step s500 of confirming a set voltage value of the low-voltage battery 30 .

On the other hand, when the date confirmed through the real-time clock module falls within the range set as summer, not winter, spring or autumn (s513), the operation control unit 71 wirelessly communicates from the charge state management module 80 It is determined whether the respective temperature data measured by the ambient temperature sensor 81 and the low-voltage battery temperature sensor 82 received through , is less than a second temperature (s514). At this time, the second temperature may be set to 40 ℃.

Here, when each of the temperature data is less than the second temperature, the operation control unit 71 determines whether the charging voltage of the low-voltage battery 30 is less than a preset value (s511). In this case, the preset value may be set to 11.6V or 23.2V. At this time, when the charging voltage of the low-voltage battery 30 is greater than or equal to a preset value, the voltage sensing unit 74 detects the voltage of the low-voltage battery 30 and confirms the set voltage value of the low-voltage battery 30 ( s500) is returned.

And, when the charging voltage of the low-voltage battery 30 is less than a preset value, the operation control unit 71 interconnects the low-voltage battery 30 and the power storage management unit 60 through the switching unit 75 and controls the interconnection. The low-voltage battery 30 may be charged with a preset charging voltage (s512). Then, the voltage detection unit 74 detects the voltage of the low-voltage battery 30 and returns to the step s500 of confirming a set voltage value of the low-voltage battery 30 .

On the other hand, when each of the temperature data is equal to or higher than the second temperature, the connection between the low-voltage battery 30 and the power storage management unit 60 is blocked through the switching unit 75 to charge the low-voltage battery 30 . is stopped, and the operation of the OSC module 83 may be controlled to be stopped (s503).

Meanwhile, an operation state of the power system control unit 70 when the engine unit 10 is driven will be described with reference to FIG. 9 . Here, it is preferable to understand a situation in which the engine unit 10 is driven and the vehicle is running.

First, when the engine unit 10 is driven (s600), the voltage sensing unit 74 senses the voltage of the low-voltage battery 30 (s601). At this time, data on the voltage of the low-voltage battery 30 sensed through the voltage sensing unit 74 is transmitted to the operation control unit 71 .

Then, the charging state data of the power storage management unit 60 sensed by the voltage sensing unit 74 is transmitted to the operation control unit 71, and when the vehicle generator 20 is operated, the low voltage battery 30 The initial operating voltage data is stored in the power system control unit 70 (s602).

Here, the operation control unit 71 determines whether the charging state data of the power storage management unit 60 detected by the voltage sensing unit 74 is equal to or greater than a reference set value (s603). For example, the reference set value may be set to 85%.

At this time, the operation control unit 71 stores the power produced by the auxiliary generator 40 in the power storage management unit 60 when the charging state data of the power storage management unit 60 is less than a reference set value, and the power storage management unit The connection between (60) and the low-voltage battery 30 may control the power storage management unit 60 in a blocked standby state (s604).

On the other hand, when the operation control unit 71 operates the engine unit 10, when the charge state data of the power storage management unit 60 sensed by the voltage sensing unit 74 is equal to or greater than a reference set value, the DC- At the same time as driving and controlling the DC converter 72 , the low voltage battery 30 and the power storage management unit 60 are interconnected and controlled, but the connection between the low voltage battery 30 and the vehicle generator 20 is blocked and controlled.

In detail, the operation control unit 71 supplies the power charged in the power storage management unit 60 to the low voltage battery 30, the DC-DC converter 72 through the power storage management unit 60. The input voltage is controlled to be converted into a set output voltage (s605).

Subsequently, the operation control unit 71 connects the low voltage battery 30 and the power storage management unit 60 through the switching unit 75 and simultaneously connects the low voltage battery 30 and the vehicle generator 20 . Control to block the heat connection (s606). In this case, the operation control unit 71 may control the driving of the voltage drop prevention circuit 73 . Through this, the low voltage battery 30 is charged (s607), and the power of the power storage management unit 60 can be finally supplied to the vehicle system power supply unit 90.

Then, the operation control unit 71 determines whether the voltage of the low-voltage battery 30 is charged and reaches a target value through the voltage of the low-voltage battery 30 sensed through the voltage detection unit 74 (s608) .

At this time, if the voltage of the low-voltage battery 30 sensed through the voltage sensing unit 74 does not reach the target value, the operation control unit 71 is charged and determines whether the voltage of the low-voltage battery 30 has reached the target value. repeat the steps to

Furthermore, the operation control unit 71 may control the target value to be set corresponding to the initial operating voltage data of the low-voltage battery 30 . Accordingly, since the voltage charged when the buffer voltage is lowered due to the aging of the low-voltage battery 30 is corrected, the service life of the low-voltage battery 30 can be increased.

Then, when the voltage of the low-voltage battery 30 sensed by the voltage sensing unit 74 reaches a target value, the operation control unit 71 stops and controls the driving of the DC-DC converter 72 (s609). . Then, it returns to the step (s603) of determining whether the charging state data of the power storage management unit 60 detected by the voltage sensing unit 74 is equal to or greater than a reference set value.

Meanwhile, an operation state of the charging state management module 80 when the engine unit 10 is driven will be described with reference to FIG. 10 . At this time, it is preferable to understand the operating state when the voltage of the low-voltage battery 30 is low and the engine does not start.

First, the power system control unit 70 is driven and the charge state management module 80 is driven (s700). Then, the communication pairing between the SC communication unit 78 of the power system control unit 70 and the OSC module 83 of the charge state management module 80 is checked (s701).

Here, the SOC communication unit 78 of the power system control unit 70 determines whether communication with the OSC module 83 of the charge state management module 80 is connected (s702).

At this time, if the connection between the SOC communication unit 78 of the power system control unit 70 and the OSC module 83 of the charging state management module 80 is not established, the SOC communication unit 78 determines whether an error has occurred. Confirm (s703).

Here, if the communication error is not confirmed (s704), it returns to the step (s701) of confirming communication pairing, but when a communication error is confirmed (s704), the SOC communication unit 78 wirelessly communicates with the display unit 91 An error alarm signal is transmitted (s705). Then, the driving of the charging state management module 80 is stopped (s706).

In addition, the voltage sensing unit 74 detects the voltage of the low-voltage battery 30 and checks a set voltage value of the low-voltage battery 30 (s707). In this case, the set voltage value may be set to 12V or 24V.

Then, the operation control unit 71 controls the connection between the driven power storage management unit 60 and the low voltage battery 30 through the switching unit 75 (s708), and the power storage management unit 60 Power may be supplied to the vehicle system power supply unit 90 through the power supplied to the low voltage battery 30 through the power supply. Also, the operation control unit 71 may set and control a flag, which is a signal transmitted to the vehicle system power supply unit 90 , to 0 for starting the vehicle, ie, driving the engine unit 10 ( s708 ).

In addition, the operation control unit 71 checks the charging state data of the power storage management unit 60 through the voltage sensing unit 74 (s709). Then, the operation control unit 71 determines whether the charging state data of the power storage management unit 60 is equal to or greater than a reference set value (s710). For example, the reference set value may be set to 5% as the amount of charge of the power storage management unit 60 .

Here, when the state of charge data of the power storage management unit 60 is less than the reference set value, the operation control unit 71 connects the low voltage battery 30 and the power storage management unit 60 to the switching unit 75 through the switching unit 75 . By the cut-off control, charging of the low voltage battery 30 is stopped, the vehicle is started, that is, the driving of the engine unit 10 is stopped, and the flag can be controlled to be set to 0 (s711).

On the other hand, when the charging state data of the power storage management unit 60 is equal to or greater than a reference set value, the operation control unit 71 determines whether the flag is 0 (s712). At this time, if the flag is not 0, the operation control unit 71 checks the charging state data of the power storage management unit 60 through the voltage sensing unit 74 ( s709 ). In addition, when the flag is 0, the operation control unit 71 controls the connection between the power storage management unit 60 and the low-voltage battery 30 through the switching unit 75 to control the power storage management unit 60 . Through the power supplied to the low-voltage battery 30, power is supplied to the vehicle system power supply unit 90, and the flag can be controlled to be set to 1 to start the vehicle, that is, to drive the engine unit 10 (s713). ).

Through this, even when a communication error occurs between the power system control unit 70 and the charging state management module 80, the power of the power storage management unit 60 is supplied to the low voltage battery 30 to control the start of the vehicle. Therefore, the safety of use can be improved.

On the other hand, in the step (s702) of determining whether communication between the SOC communication unit 78 of the power system control unit 70 and the OSC module 83 of the charge state management module 80 is connected, the SOC communication unit ( 78) and the OSC module 83 are connected, the charging voltage of the low-voltage battery 30 is checked through a voltage sensor provided in the low-voltage battery 30 (s714).

Then, the management control unit 84 determines whether the charging voltage of the low-voltage battery 30 is checked (s715). Here, if the charging voltage of the low-voltage battery 30 is not checked, it is checked whether an error occurs in the voltage sensor of the low-voltage battery 30 ( s716 ).

And, if an error is not confirmed in the voltage sensor of the low-voltage battery 30 (s717), it returns to the step of checking the charging voltage of the low-voltage battery 30 (s714), but when the error is confirmed (s717), the management The control unit 84 transmits a voltage sensor error alarm signal to the display unit 91 through the SOC communication unit 78 and the OSC module 83 (s718). Then, the driving of the state of charge management module 80 may be stopped, and then the algorithm is terminated.

In addition, when the charging voltage of the low-voltage battery 30 is confirmed, the management control unit 84 includes data obtained from the state-of-charge management module 80 , that is, the ambient temperature sensor 81 and the low-voltage battery temperature sensor 82 . ) and transmits the temperature data obtained respectively to the power system control unit 70 through wireless communication (s719). At this time, at the same time returning to the step (s714) of checking the charging voltage of the low-voltage battery 30, the voltage sensing unit 74 detects the voltage of the low-voltage battery 73 or charging the power storage management unit 60 It is determined whether the vehicle is started by checking the state (720).

On the other hand, referring to FIG. 11 , it is a graph showing the voltage drop of the low-voltage battery 30 over time when the engine unit 10 is stopped or when the vehicle ignition is turned off, in winter (a) The degree of voltage drop and the degree of voltage drop in spring, summer, and autumn (b) are different depending on the battery characteristics.

In addition, referring to FIG. 12 , it is a graph showing the voltage drop of the low-voltage battery 30 over time when the engine unit 10 is driven or when the vehicle start is turned on, in winter (a). The degree of voltage drop and the degree of voltage drop in spring, summer, and autumn (b) are different depending on the battery characteristics.

Here, the operation control unit 71 differently sets the seasonal voltage value of the low-voltage battery 30 measured by the voltage sensing unit 74 in response to the current season determined by the real-time clock module 79 . Control is preferred.

In addition, when the voltage of the low-voltage battery 30 measured by the voltage sensing unit 74 reaches a seasonal voltage value, the operation control unit 71 controls the low-voltage battery 30 and the It is preferable to control the interconnection of the power storage management unit 60 .

Accordingly, by using an open circuit voltage (OCV) and a current integration method (Coulomb Counting Method), a section in which different voltages are rapidly discharged for each season is set, and the power storage management unit (60) By flexibly changing the voltage at the start of charging of the low voltage battery 30 according to connection control to supply the power of the low voltage battery 30 to the low voltage battery 30, the number of times of charging is minimized, the lifespan is significantly increased, and durability can be remarkably improved.

In this way, the multi-power supply and charge state management system 100 according to the present invention is the auxiliary generator power connected to the engine unit 10 in parallel with the vehicle generator 20 through the power system control unit 70 ( 40), the power storage management unit 60 for charging and storing the power generated in the operation is switched and controlled to selectively supply power to the low voltage battery 30 . Accordingly, the lifespan of the low-voltage battery 30 can be significantly increased by preventing the rapid discharge of the low-voltage battery 30 . In addition, when the low-voltage battery 30 consumes excessive power, the load of the vehicle generator 20 is reduced, so that lifespan and fuel efficiency can be significantly improved.

That is, when the low-voltage battery 30 of the vehicle is used as the main power of the vehicle system power supply unit 90, when a high load is applied, the voltage at which the vehicle generator 20 charges the low-voltage battery 30 is higher than the voltage of the low-voltage battery 30. When the power consumption is high, power is supplied to the low-voltage battery 30 through the power storage management unit 60 to prevent rapid discharge, so that the lifespan of the low-voltage battery 30 can be significantly increased. In other words, it provides an effect of preventing a reduction in the lifespan of the low voltage battery 30 .

Then, the operation control unit 71 of the power system control unit 70 detects each voltage detected by the voltage sensing unit 74 that detects each voltage of the low-voltage battery 30 and the power storage management unit 60 . A control is performed to selectively switch a circuit connection between the low-voltage battery 30 , the vehicle generator 20 , and any one of the power storage management unit 60 by comparison operation. Therefore, even in an emergency situation that may occur as the low voltage battery 30 is discharged by supplying the power rapidly charged from the auxiliary generator 40 to the power storage management unit 60 to the low voltage battery 30, the vehicle system power supply unit By stably supplying power to 90, the safety of use can be significantly improved.

In addition, by dividing the seasons based on a preset date through the real-time clock module 79 of the power system control unit 70, the low-voltage battery 30 is supplied in response to the different discharge rates of the low-voltage battery 30 for each season. The charging cycle is automatically controlled, but the temperature range for each season measured by the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 of the charging state management module 80 is determined based on different criteria to determine the charging state at extremely low/extreme high temperature. is flexibly determined, so that the lifespan of the low voltage battery 30 can be significantly improved.

That is, during the cryogenic temperature, the low-voltage battery 30 is prevented from being discharged due to the low temperature through periodic charging through the determination process of the above-described algorithm of the power system control unit 70, and through this, the lifespan of the low-voltage battery 30 is significantly improved. can be improved. In other words, since the low-voltage battery 30 is charged at the charging voltage for each season by dividing the cryogenic temperature and the extremely high temperature, the life span of the low-voltage battery due to discharge can be prevented.

In addition, each temperature data measured by the ambient temperature sensor 81 and the low voltage battery temperature sensor 82 disposed in the low voltage battery 30 is transmitted to the power system control unit 70 through the OSC module 83 . ) is provided with the state-of-charge management module 80 for wireless communication so that the voltage charged in the low-voltage battery 30 is automatically optimized based on the received temperature data, so that the lifespan of the low-voltage battery 30 can be significantly improved. have.

In addition, when the operation of the vehicle is stopped, that is, when the driving of the engine unit 10 is stopped, when the voltage of the low voltage battery 30 is low, the power storage management unit 60 in which the power generated through the auxiliary generator 40 is stored. ) power is supplied to the low-voltage battery 30, so that when applied to a vehicle, discharge is prevented and safety of use can be improved. Furthermore, since the alarm signal is transmitted when the power charged in the low voltage battery 30 and the power storage storage unit 60 is low at the same time, the usability and safety of use can be improved.

In addition, when a communication error occurs between the power system control unit 70 and the charge state management module 80, when an error occurs in the ambient temperature sensor 81 and the low voltage battery temperature sensor 82, when an error occurs in the voltage sensor Since each of the corresponding alarm signals is transmitted, the usability and safety of use can be improved.

In addition, unlike the prior art in which an auxiliary diesel engine is required when applied to a cleaning vehicle, etc., the vehicle system power supply unit ( 90), the emission of nitrogen oxides and exhaust gas, the cause of global warming, is reduced, so that eco-friendliness can be remarkably improved.

In addition, fuel consumption due to the operation of the auxiliary diesel engine is reduced, and costs such as replacement of parts in case of failure are reduced, so that fuel costs and maintenance costs are reduced, thereby improving economic efficiency.

In addition, when the auxiliary diesel engine is used, the shutdown phenomenon caused by power instability is blocked in advance, and unlike the conventional case where frequent management is required due to the vibration of the auxiliary diesel engine, vibration does not occur and power is supplied stably for stability and use Convenience may be improved.

In this case, terms such as "comprises", "comprises" or "include" described above mean that the corresponding component may be inherent unless otherwise stated, so other components are excluded. Rather, it should be construed as being able to include other components further. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs, unless otherwise defined. Terms commonly used, such as those defined in the dictionary, should be interpreted as being consistent with the contextual meaning of the related art, and are not interpreted in an ideal or excessively formal meaning unless explicitly defined in the present invention.

As described above, the present invention is not limited to each of the above-described embodiments, and modifications can be implemented by those of ordinary skill in the art to which the present invention pertains without departing from the scope of the claims of the present invention. and such modifications are within the scope of the present invention.

100: multi power supply and state of charge management system 10: engine unit
20: vehicle generator 30: low voltage battery
40: auxiliary generator 50: automatic voltage regulator
60: power storage management unit 70: power system control unit
80: charge state management module 90: vehicle system power supply unit

Claims (9)

an engine unit providing a driving force as it rotates;
a vehicle generator connected to the engine unit to generate power through driving force;
a low-voltage battery selectively circuit-connected to the vehicle generator to store power generated from the vehicle generator;
an auxiliary generator that is power-connected to the engine unit in parallel with the vehicle generator and generates power at a higher amount of generation per hour than the amount of generation per hour of the vehicle generator;
an automatic voltage regulator connected to the output terminal of the auxiliary generator to automatically control the output voltage of the auxiliary generator within a preset range;
a power storage management unit connected to an output terminal of the automatic voltage regulator and charging and storing power generated by the auxiliary generator when the engine unit is driven; and
An input terminal is circuit-connected to an output terminal of the power storage management unit, an output terminal is selectively circuitly connected to the low-voltage battery, and a circuit connection between the low-voltage battery, the vehicle generator, and any one of the power storage management unit is selectively switched. A multi-power supply and charge state management system including a power system control unit. The method of claim 1,
The power system control unit is
a voltage sensing unit for sensing each voltage of the low voltage battery and the power storage management unit;
Multi-power supply, characterized in that it comprises an arithmetic control unit for controlling to selectively switch the circuit connection between the low-voltage battery, the vehicle generator, and any one of the power storage management unit by comparing each voltage sensed by the voltage sensing unit and state of charge management system. 3. The method of claim 2,
The power system control unit further includes a real-time clock module provided to classify seasons based on a preset date,
Further comprising a charge state management module that is provided to control the charging rate differently in response to the seasonal voltage discharge time of the low-voltage battery and is connected to the output terminal of the low-voltage battery in a circuit, wherein the charge state management module comprises:
an ambient temperature sensor for measuring an ambient temperature of an area in which the low voltage battery is disposed;
a low-voltage battery temperature sensor disposed in the low-voltage battery to measure a temperature of the low-voltage battery;
The multi-power supply and charge state management system, characterized in that it is connected to communication with the power system control unit and comprises an OSC module for transmitting each temperature data measured by the ambient temperature sensor and the low-voltage battery temperature sensor. 4. The method of claim 3,
When the operation control unit stops the engine unit, when the charging state data of the power storage management unit sensed by the voltage sensing unit is greater than or equal to a reference set value and the charging voltage of the low-voltage battery is less than a preset value,
Multi-power supply and charge state management system, characterized in that by dividing the seasons based on the date set through the real-time clock module, and determining the temperature range measured by the ambient temperature sensor and the low-voltage battery temperature sensor for each season. 5. The method of claim 4,
The multi-power supply and charge state management system, characterized in that the operation control unit interconnects the low-voltage battery and the power storage management unit, and controls supply of a charging voltage to the low-voltage battery at different cycles for each season. 3. The method of claim 2,
The power system control unit is a DC-DC converter for selectively converting the input voltage of the power storage management unit into a set output voltage Multi-power supply and charge state management system, characterized in that it further comprises. 7. The method of claim 6,
When the operation control unit drives the engine unit, when the charge state data of the power storage management unit sensed by the voltage sensing unit is equal to or greater than a reference set value, the operation control unit drives and controls the DC-DC converter, and at the same time, the low voltage battery and the power storage management unit Multi-power supply and charge state management system, characterized in that the interconnection control, but block and control the connection between the low-voltage battery and the vehicle generator. 7. The method of claim 6,
When the engine unit stops, when the charging voltage of the low-voltage battery is less than a first set value and the charging state data of the power storage management unit is equal to or greater than a reference set value, the DC-DC converter is driven and controlled at the same time A multi-power supply and charge state management system, characterized in that the low-voltage battery and the power storage management unit are interconnected and controlled. 7. The method of claim 6,
The operation control unit multi-power supply, characterized in that when the engine unit is stopped, the charging voltage of the low-voltage battery is less than a first set value and at the same time the charging state data of the power storage management unit is less than a reference set value by transmitting a notification signal State of charge management system.

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