KR20230083458A - Method for battery conditioning of vehicle - Google Patents

Abstract

The present invention relates to a battery conditioning method of a vehicle, and provides a battery conditioning method capable of maximizing battery charging performance with minimum energy for battery temperature control by reflecting battery temperature change due to external factors during vehicle driving in real time. It has a main purpose. In order to achieve the above object, after the battery temperature increase start time is determined during vehicle driving, the battery temperature by the battery heater reaches the predetermined temperature increase target temperature at the same time as the destination charging station arrives at the determined battery temperature increase start time. determining an initial target temperature rising line that is a control target temperature line aimed at; Turning on a battery heater at the determined battery temperature increase start point; Turning off the battery heater when a difference value between the detected current actual battery temperature and the current control target temperature along the initial target temperature rising line is greater than a set temperature difference in the on state of the battery heater; and determining a new target temperature increase line based on real-time driving situation information collected from the vehicle, and controlling an operation of a battery heater using the determined target temperature increase line.

Description

Method for battery conditioning of vehicle {Method for battery conditioning of vehicle}

The present invention relates to a method for conditioning a battery of a vehicle, and more particularly, to a battery conditioning method capable of maximizing battery charging performance with minimum energy for controlling battery temperature by reflecting changes in battery temperature caused by external factors during vehicle driving in real time. It's about how.

Recently, as interest in issues such as energy efficiency, environmental pollution, and fossil fuel depletion has increased, the development of eco-friendly vehicles that can substantially replace internal combustion engine vehicles has been actively conducted.

Eco-friendly vehicles include a battery electric vehicle (BEV) using a battery as a power source (power source) as a pure electric vehicle, a fuel cell electric vehicle (FCEV) using a fuel cell as a main power source, and vehicles. As a driving source for driving, a hybrid electric vehicle (HEV) using both an engine and a motor may be used.

All of these eco-friendly vehicles (xEVs) have a common feature of running by driving a motor with electricity charged in a battery, and they can all be referred to as electric vehicles in a broad sense. Such an electric vehicle is equipped with a high-voltage battery that supplies power to a motor, and the high-voltage battery supplies power to power electronic components in the vehicle, such as a motor, while repeatedly charging and discharging while driving the vehicle.

An electric vehicle is equipped with a battery management system (BMS) that comprehensively manages the overall state of the battery. The battery management system collects battery state information such as battery temperature and state of charge (SOC), and performs charge/discharge control of the battery based on the collected battery state information.

In addition, the battery state is monitored and information such as the charge/discharge current limit value is notified to the upper controller according to the battery temperature, ambient temperature, state of charge, etc., so that vehicle driving and battery charge/discharge can be performed under optimal conditions.

The temperature of a battery mounted in an electric vehicle rises due to an internal chemical reaction during charging, and this temperature rise causes a decrease in charging capacity compared to the rated capacity of the battery.

In addition, a plug-in hybrid vehicle (PHEV) or battery electric vehicle needs to connect the vehicle to an external charger to charge the vehicle's battery, and the temperature of the battery in a vehicle that uses the chemical energy of the battery as its main power source. is the most important factor associated with vehicle performance.

For example, in winter, vehicle power performance and charging performance may be greatly influenced by how the temperature of the battery is managed. If the battery is charged at an inappropriate temperature, that is, when the battery temperature is too high or too low, the charging performance (charging speed, etc.) is significantly degraded.

Therefore, in order to ensure proper charging performance regardless of the season in an electric vehicle, battery conditioning control that maintains and manages the temperature of the battery within a certain range before charging is required.

In addition, it is very important to determine the state of the battery during charging and to maintain the optimum temperature so that the battery can be charged to the maximum capacity or to control the temperature of the battery capable of high-output charging.

However, in order to control the temperature of a battery in a vehicle, it is necessary to operate a battery heater or a cooling system such as a battery chiller using energy charged in the battery. Nevertheless, conventional battery conditioning technologies focus only on raising or lowering the battery temperature to a desired temperature in order to simply improve discharge performance and charge performance.

In order to control the battery temperature to a desired temperature, the energy of the battery must be used, so if the control for energy use is not optimized, a lot of energy is inevitably wasted to improve performance.

Therefore, in order to minimize energy waste during battery conditioning, it is necessary to predict the completion time of battery temperature increase according to the destination arrival time. That is, in order to minimize energy use, the time to arrive at the destination with the charger and the time to reach the temperature at which the battery produces optimum performance may be predicted and reflected in the battery conditioning control logic.

However, the conventional battery conditioning control does not accurately reflect external factors affecting the temperature increase or cooling of the battery, such as driver's tendency, road conditions, traffic conditions, changes in external temperature (outside air temperature), etc.

Since driver tendencies and road conditions are factors that change every moment, it is difficult to predict these variables in advance, and since there are basically many cases, it is difficult to reflect them in the control logic.

As a result, the optimal time is determined in advance and reflected in the control logic to prevent energy waste, but an error may occur if an external factor affects the vehicle, and battery energy may be additionally wasted by this error.

Therefore, the present invention has been created to solve the above problems, and an improved battery temperature can reach the temperature increase target temperature upon arrival at the destination by reflecting battery temperature change due to external factors during vehicle driving in real time. An object of the present invention is to provide a battery temperature raising method and a method for maximizing battery charging performance with minimum energy for battery temperature control.

The object of the present invention is not limited to the object mentioned above, and other objects not mentioned are clearly understood from the description below to those of ordinary skill in the art to which the present invention belongs (hereinafter referred to as 'ordinary technician'). It could be.

In order to achieve the above object, according to an embodiment of the present invention, after the start time of battery temperature increase during vehicle driving is determined, at the determined battery temperature increase start point, the battery temperature by the battery heater reaches the charging station set as the destination and determining an initial target temperature increase line, which is a control target temperature line aimed at reaching a predetermined temperature increase target temperature at the same time; Turning on a battery heater at the determined battery temperature increase start point; Turning off the battery heater when a difference value between the detected current actual battery temperature and the current control target temperature along the initial target temperature rising line is greater than a set temperature difference in the on state of the battery heater; and determining a new target temperature increase line based on real-time driving situation information collected from the vehicle, and controlling an operation of a battery heater using the determined target temperature increase line.

Thus, according to the vehicle battery conditioning method according to the present invention, it is possible to efficiently increase the battery temperature until reaching the destination by reflecting the battery temperature increase due to external factors, thereby reducing the DTE (driving range) of the vehicle. It can be minimized, and energy consumption for battery temperature increase can be optimized according to vehicle driving conditions such as road conditions.

1 is a block diagram showing the configuration of an apparatus for performing a battery conditioning process according to an embodiment of the present invention.
2 is a diagram for explaining a battery temperature raising logic of battery conditioning during driving in the related art.
3 is a flowchart illustrating a control process for battery conditioning according to the present invention.
4 is a control block diagram for explaining that the slope of a target temperature increase line is adjusted by reflecting a battery temperature increase factor in the present invention.
5 and 6 are views for explaining a battery temperature raising logic in a battery conditioning process according to the present invention.

Specific structural or functional descriptions presented in the embodiments of the present invention are merely exemplified for the purpose of explaining embodiments according to the concept of the present invention, and embodiments according to the concept of the present invention may be implemented in various forms. In addition, it should not be construed as being limited to the embodiments described in this specification, but should be understood to include all modifications, equivalents, or substitutes included in the spirit and scope of the present invention.

Meanwhile, in the present invention, terms such as first and/or second may be used to describe various components, but the components are not limited to the above terms. The above terms are used only for the purpose of distinguishing one component from other components, for example, within a range not departing from the scope of rights according to the concept of the present invention, a first component may be referred to as a second component, Similarly, the second component may also be referred to as the first component.

It should be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. something to do. On the other hand, when an element is referred to as “directly connected” or “directly in contact with” another element, it should be understood that no other element exists in the middle. Other expressions used to describe the relationship between components, such as "between" and "directly between" or "adjacent to" and "directly adjacent to" should be interpreted similarly.

Like reference numbers indicate like elements throughout the specification. Terms used in this specification are for describing embodiments, and are not intended to limit the present invention. In this specification, the singular form also includes the plural form unless specifically stated in the phrase. As used herein, “comprises” and/or “comprising” means the presence of one or more other components, steps, operations, and/or elements in which a stated component, step, operation, and/or element is present. or do not rule out additions.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram showing the configuration of an apparatus for performing a battery conditioning process according to an embodiment of the present invention.

As shown, an in-vehicle device having an input unit and a display unit for a user, for example, a head unit (H/U) of AVNT (Audio, Video, Navigation and Telematics) to which telematics, a communication service, is added (1) , the user can turn on the battery conditioning mode so that the battery conditioning mode can be performed through an input unit (not shown) of the head unit 1 (battery conditioning mode set state).

The input unit and the display unit of the head unit 1 may be a touch screen that performs an integrated function of input and display functions, and provides a screen capable of turning on/off the battery conditioning mode through the display unit. Then, the user can perform on/off input of the battery conditioning mode through the input unit.

Alternatively, the user may turn on/off the battery conditioning mode through a personal portable terminal such as a smart phone. At this time, the head unit 1 in a communication-connected state with the smartphone receives a user input for turning on or off the battery conditioning mode from the smartphone, and the user operates the battery conditioning mode on/off. can be made aware of.

In addition, in order to charge the battery, the user may input a charging station where the charger is located, that is, a charging station desired to be charged, as a destination through an input unit of the head unit 1. In addition, a charging station type for battery conditioning can be selected and input.

In addition, a vehicle location signal indicating the current vehicle location, that is, a GPS signal received through a GPS receiver mounted in the vehicle may be input to the head unit 1, and other information about the user or other setting information may be input through the input unit. can be entered through

After the destination is input and set, the head unit 1 can calculate the expected arrival time at the destination, the remaining time to reach the destination, and the remaining distance from the current location to the destination in real time while driving the vehicle.

As described above, the information collected or acquired by the head unit 1 and the calculated or determined information are transferred to a vehicle control unit (VCU) 4, which is a higher level controller. In addition, in the battery management system (BMS) 5, battery condition information such as battery temperature and battery state of charge (SOC) is collected in real time, and the collected real-time information is used to determine the operation of the battery heater 10. It is transmitted to the vehicle controller 4 together with the status information.

In the vehicle controller 4, information such as a battery heater on/off request and a vehicle power source (IG3) relay mode is transmitted to the battery management system 5, and the battery management system 5 transmits information such as a vehicle controller 4 ), the battery heater 10 is turned on or off according to the on/off request. In addition, the vehicle controller 4 may calculate a battery temperature increase time required to increase the current battery temperature T _batt to a temperature increase target temperature T _target .

Among the configurations of the device shown in FIG. 1, the head unit 1, the vehicle controller 4, and the battery management system 5 are control elements that perform cooperative control for battery conditioning as described above. Although the control subject has been described by dividing the head unit (1), vehicle controller (4), and battery management system (5), the control process for battery conditioning of the present invention can also be achieved by an integrated control element instead of a plurality of control elements. can be performed

A control element integrated with a plurality of control elements may be collectively referred to as a controller, and a control process for battery conditioning according to the present invention described below may be performed by the controller. That is, the control elements of the head unit 1, the vehicle controller 4 and the battery management system 5 may be collectively referred to as controllers.

The battery heater 10 is a driving unit whose on/off operation is controlled by a controller, for example, a battery management system (BMS) 5, in a configuration for battery conditioning, and raises the battery temperature. It may be an electric heater that heats the coolant passing through the inner passage of the battery, and this may be a PTC heater.

And, the vehicle controller (VCU) 4 operates the display unit of the vehicle to display battery conditioning operation status information, for example, the operation of the display unit 6 in the cluster and the operation of the display unit 7 of the head unit (H/U) 1 It is provided to control.

For reference, in order to help understand the present invention, a conventional battery temperature raising logic of battery conditioning during driving will be described below. 2 is a diagram for explaining a battery temperature raising logic of battery conditioning during driving in the related art.

First, the head unit (H/U) of the AVNT checks the current location of the vehicle based on the GPS signal, searches for a charging station where a charger is located around the vehicle, and displays information on the searched charging station around the vehicle through a display unit. Accordingly, the user can select a desired charging station as a destination through the input unit.

Here, any place where a charger capable of charging a battery by connecting to a vehicle is located may be referred to as the charging station without particular limitation. In addition, the searched charging station may be selected as a waypoint in a state in which a destination, which is the final destination, has already been set by the user. Of course, since a charging station set as a stopover is also a place where a vehicle must arrive, it can be said to be included in the category of a destination.

In addition, the head unit (H/U) calculates the expected arrival time at the destination indicating the arrival time of the destination (stopover) at the charging station, the remaining time to reach the charging station, and the remaining distance to the charging station, which is collected from the head unit. Alternatively, the calculated information is transmitted to the vehicle controller (VCU).

Then, during the cooperative control process of the vehicle controller (VCU) and the battery management system (BMS), the current battery temperature is raised to the temperature increase target temperature (T _target ) from the temperature increase map using the current battery temperature and the current outside air temperature as input variables. The battery temperature rise time required to do this is determined.

In addition, the vehicle controller may determine a time when the battery temperature rise time is inversely calculated from the expected arrival time to the destination (charging station) transmitted from the head unit as the battery temperature increase start point, and turn on the battery heater at the determined battery temperature increase start point. let it

When the battery temperature is increased by turning on the battery heater at the determined battery temperature increase start point, the battery temperature may increase along the target temperature increase line shown in FIG. It is efficient in terms of energy and advantageous control in terms of energy use.

However, due to external factors such as battery discharge or outside temperature change during actual vehicle driving, the battery temperature during operation of the battery heater does not follow the target temperature increase line and rises more rapidly and more rapidly along the actual temperature increase line as shown in FIG. will do

In this way, when the battery temperature rises more rapidly due to external factors and reaches the heating target temperature (T _target ) before arriving at the destination, the battery temperature is increased between the heating target temperature (T _target ) and the reheating temperature (T _{re )} until reaching the destination. _-heat ), the on and off of the battery heater must be continuously repeated.

In this way, a difference may occur in the heating time of the battery to the heating target temperature (T _target ) due to external factors, such as road conditions, traffic conditions, driver tendency, outside temperature, etc., and the heating target temperature (T _target ) If the temperature increase up to is completed in advance, additional battery energy is consumed for maintaining and conditioning the battery temperature, and thus DTE (Distance to Empty) may be deteriorated.

Since the external conditions of various situations must be satisfied, the temperature increase map for determining the battery temperature increase time is set conservatively. Therefore, if additional heat generation (high load operation, etc.) occurs in the battery due to high load operation conditions, the temperature increase target temperature is reached earlier than expected. can be reached

In summary, during battery conditioning during vehicle driving, there is a possibility that the slope of the battery temperature rise may fluctuate due to external factors such as battery self-heating (heating during discharging) or external temperature (outside temperature) change according to the driving situation, and as a result, FIG. 2 As shown in , the battery temperature may reach the temperature increase target temperature (T _target ) early.

When the battery temperature reaches the heating target temperature T _target early, unnecessary energy consumption occurs because the battery heater must be repeatedly turned on/off to maintain the battery temperature.

Therefore, in order to solve the above problem, in the present invention, while the battery conditioning is performed while the vehicle is running, the slope of the target temperature rise line, which is the slope of the target battery temperature rise, is adjusted according to the vehicle driving situation. After the battery temperature increase start point is determined again using the target temperature increase line having an adjusted slope, the battery heater 10 is turned on again at the corrected battery temperature increase start point to increase the battery temperature.

In particular, in the present invention, the tendency of the initial actual battery temperature rise (temperature rise slope, etc.) after the start of the temperature rise is grasped. After correcting the target temperature increase line and slope, use the corrected target temperature increase line to control the operation of the battery heater, and through this, present a strategy to allow the battery temperature to reach the final temperature increase target temperature in time to arrive at the destination. do.

Hereinafter, the present invention will be described in more detail with reference to the drawings.

3 is a flowchart illustrating a control process for battery conditioning according to the present invention, and FIG. 4 is a control block diagram illustrating that the slope of a target temperature increase line is adjusted by reflecting a battery temperature increase factor in the present invention. 5 and 6 are diagrams for explaining a method of raising the temperature of a battery in a battery conditioning process according to the present invention.

In the control process for battery conditioning of the present invention described below, cooperation between the control elements in the head unit (H/U) 1, the vehicle controller (VCU) 4, and the battery management system (BMS) 5 It can be performed by a control process, that is, a cooperative control process for exchanging necessary information and commands between the control elements. Hereinafter, the above control elements will be collectively referred to as a controller and described.

Referring to the control process for battery conditioning with reference to FIG. 3, first, when the vehicle is in a key-on state (S1), a desired destination (stopping point) is input by the user in the AVNT including the head unit 1. and set (S2). At this time, it is checked whether the destination (waypoint) set in the AVNT is a charging station (S3), and if it is a charging station, the controller checks whether the battery conditioning mode is turned on by the user (S5).

In addition, if the current battery conditioning mode is on, the controller determines whether the current battery SOC is a condition in which the battery conditioning mode can be entered (S6). For example, if the current battery SOC is greater than a predetermined set value, the battery It is determined that entry into the conditioning mode is possible.

In addition, when it is determined that the battery conditioning mode can be entered, the controller determines whether the current battery temperature (T _batt ) requires temperature increase (S7). If the current battery temperature is lower than a predetermined set temperature, temperature increase is required. judged to be in a state of

If the destination is not a charging station, the battery conditioning mode is not on, the current battery SOC is too low below the set value, or the current battery temperature (T _batt ) needs to be raised. If not, then control and operation for raising the temperature of the battery are not performed (S4).

On the other hand, if the battery temperature needs to be raised, the expected arrival time indicating the expected arrival time at the charging station (destination), the remaining arrival time, which is the time from the current time to the expected arrival time at the charging station, and the remaining arrival distance, which is the distance from the current location to the charging station. is calculated (S8).

In addition, the controller uses the current battery temperature (T _batt ) detected by the sensor (not shown) and the current outdoor temperature detected by the sensor 3 as input variables to obtain the current battery temperature (T _batt ) from the temperature rise map. The battery temperature increase time required to raise the temperature to the final temperature increase target temperature (T _target ) is determined.

The final temperature increase target temperature (T _target ) is a battery temperature at which optimal charging performance can be obtained, and a method for determining or setting the temperature increase target temperature (T _target ) of battery conditioning is well known to those skilled in the art. Since it is a well-known technical matter, a detailed description thereof will be omitted herein.

In addition, the controller determines the time at which the battery temperature raising operation needs to start (hereinafter referred to as 'battery temperature raising start time') using the determined battery temperature raising time and the calculated information on the expected arrival time at the charging station (destination) (S9). In this case, the battery temperature increase start time may be determined by inversely calculating the battery temperature increase time from the expected arrival time of the charging station.

In addition, the controller turns on the battery heater 10 at the determined battery temperature increase start point to increase the battery temperature. Under the assumption that the battery temperature rises linearly, the temperature increase target temperature (T _target ) from the start point of the battery temperature increase Determine the temperature rise gradient to

In the following description, a straight line representing an expected battery temperature under the assumption that the battery temperature rises linearly when the battery heater 10 is turned on at the determined battery temperature rise start point is defined as a target temperature increase line.

In addition, when the battery heater 10 is turned on, the expected temperature of the battery rising along the target temperature rising line is defined as a control target temperature (T _ideal ). If the start time of battery temperature increase and the expected time of arrival at the destination (charging station) are known, the slope of the target temperature increase line and the expected temperature of the battery that changes linearly along the target temperature increase line, that is, the control target from the start time of battery temperature increase to the time of arrival at the destination The temperature (T _ideal ) can be known.

In addition, the controller determines whether a battery temperature raising operation is required during vehicle driving (S10). When the determined battery temperature raising start time comes after the vehicle starts, it is determined that the battery temperature raising operation is required.

In addition, when it is determined that the current battery temperature raising operation is required, the controller notifies the driver by displaying a guide message informing that the battery temperature raising operation has entered through the display units 6 and 7 of the vehicle (S12).

At this time, a guide message may be popped up through the display units 6 and 7 of the vehicle or a message may be sent to the smart phone to indicate that the battery temperature raising operation is in a state. If it is before the battery temperature raising start point, the battery temperature raising operation is not started and the temperature raising operation standby state is maintained (S11).

In addition, the controller turns on the battery heater 10 to raise the battery temperature at the start of the battery temperature increase (S13), and detects by a sensor (not shown) after the battery heater 10 is turned on (S13). Monitor the actual battery temperature (T _batt ).

In addition, while the battery temperature rises due to the operation of the battery heater 10, the controller calculates the slope of the actual battery temperature rise from the battery temperature T _batt detected in real time.

In FIGS. 5 and 6 , the actual battery temperature detected at the start of the battery temperature rise is indicated as T ₀ . A gradient of an actual battery temperature increase can be calculated by using the actual battery temperature T _batt detected in real time together with this T ₀ .

On the other hand, when the battery heater 10 operates as described above, the battery temperature rises, and at this time, if there is no change due to external factors, the rising battery temperature (T _batt ) is a control target temperature (T _idel ) along the target heating line can be expected to be

However, during battery conditioning during vehicle driving, the slope of the battery temperature rise may fluctuate due to external factors such as self-heating due to discharging of the battery or external temperature change.

In this case, a difference may occur between the actual battery temperature detected by the sensor (T _batt ) and the control target temperature (T _ideal ) along the target heating line, and if the current actual battery temperature (T _batt ) and the current control target temperature When the difference between the temperatures (T _ideal ) is greater than the set temperature difference (ΔT, eg, ΔT = 3° C.), the battery heater 10 is turned off (S14, S16).

According to the battery temperature increase factor described later, _the actual battery temperature (T _batt ) will be higher than the control target temperature (T _ideal ), and the _difference (T _batt - When the value of T _ideal is greater than the set temperature difference (ΔT) (T _batt - T _ideal > ΔT), the controller turns off the battery heater 10 to prevent unnecessary battery heating operation and consequent energy waste.

Of course, if the difference between the current actual battery temperature (T _batt ) and the control target temperature (T _ideal ) is less than or equal to the set temperature difference (ΔT), the battery heater 10 remains on (S15). Here, it is necessary to set the temperature difference ΔT to an appropriate value in order to prevent operation chattering.

The current control target temperature (T _ideal ) along the target heating line may be obtained by the actual battery temperature (temperature detected by the sensor) (T _batt ) at the start of battery heating and the slope of the target heating line.

After turning off the battery heater 10 as described above, the controller determines the calculated slope of the actual battery temperature rise as a basic slope, and corrects the basic slope using real-time information collected from the vehicle.

That is, the basic slope is corrected based on the real-time driving situation information collected from the vehicle, and then the slope adjustment is performed to change the slope of the target heating line to the corrected slope (S17). Accordingly, a new target temperature rising line having a corrected slope may be obtained.

Here, the real-time driving condition information is a battery temperature increase factor, and is an external factor that may cause a change in battery temperature increase. In the present invention, the real-time driving situation information may include at least one of outside air temperature information, traffic information, road information, and driver tendency information.

In the present invention, the slope may be corrected by determining a corresponding weight from outside temperature information, traffic information, road information, and driver propensity information, and then multiplying the weight by the basic slope.

The change in ambient temperature is a major factor in increasing the temperature of the battery and a factor that changes the slope of the increase in the temperature of the battery. When the outdoor temperature rises, the battery temperature may also rise due to the outdoor temperature separately from the temperature rise due to self-heating of the battery, and consequently, the slope of the actual battery temperature rise may differ from the slope of the initial target temperature increase line. In addition, the greater the change in the outdoor temperature compared to the initial temperature, the greater the slope of the actual battery temperature rise.

The weight is a kind of correction coefficient for tilt correction, and the controller can determine a weight corresponding to the change value of the outdoor temperature detected by the sensor 3 from the map.

In addition, when the expected arrival time is delayed due to traffic congestion or other reasons during battery conditioning, unnecessary energy may be consumed because the heating target temperature T _target may be reached early. Accordingly, in the present invention, the time increased by variables such as traffic information provided by the traffic information providing system 2 outside the vehicle (accident, traffic jam, etc.) compared to the initial expected arrival time of the navigation system is reflected in the slope.

That is, the controller calculates the increased time compared to the expected arrival time at the initial departure point, which is the previous point in time of the estimated arrival time from the gradient adjustment point to the destination (charging station), determines the weight corresponding to the increased time from the map, and then determines the basic It is used to correct the tilt.

In addition, if a high-load driving highway or a hilly road requiring high power is included in the driving route to the destination (charging station), it acts as a factor for increasing the battery temperature, so it is necessary to reflect such road information in the slope.

As the road with high battery usage increases the effect of the battery temperature rise on the slope, the controller determines the weights according to road information such as highways and hill roads, and uses the weights according to the road information to correct the basic slope. .

In addition, even when driving on the same road, the degree of heat generation from the battery and the slope of the temperature rise of the battery may become greater for a driver who has a higher frequency of sudden start or sudden acceleration, for example, according to the driver's tendency.

Therefore, in a state in which the driver's average propensity is determined from information such as a signal from a brake pedal sensor (BPS), a signal from an accelerator position sensor (APS), and the average speed of the vehicle while the vehicle is driving, the determined A weight corresponding to the driver's propensity is determined, and the weight according to the driver's propensity can be used to correct the basic inclination. A process or method for determining the driver's propensity is a well-known technical matter.

On the other hand, the controller uses the new target heating line whose slope is adjusted after performing slope adjustment to change the slope of the target heating line to the final corrected slope. The new target temperature increase line with the adjusted slope is a straight line having the adjusted slope while the battery control target temperature T _ideal at the expected arrival time is the temperature increase target temperature.

When a new target temperature increase line having an adjusted slope, that is, a corrected target temperature increase line is obtained as described above, the controller can estimate a control target temperature T _ideal following the corrected target temperature increase line in real time.

Accordingly, the controller monitors the current actual battery temperature detected by the sensor (T _batt ) and the real-time control target temperature (T _ideal ) of the modified target heating line, and the current actual battery temperature (T _batt ) at the same time point. Control target temperatures (T _ideal ) may be compared with each other (S18).

While monitoring and comparing the temperature in this way, when the current actual battery temperature (T _batt ) is less than the control target temperature (T _ideal ) (T _batt ≤ T _ideal ), the controller determines that it is a new battery temperature increase start time, Then, the battery heater 10 is turned on again to raise the battery temperature (S20).

That is, when the difference (T _batt - T _ideal ) obtained by subtracting the control target temperature (T _ideal ) from the current actual battery temperature (T _batt ) becomes 0 or less (T _batt - T _ideal ≤ 0), the controller operates the battery heater ( 10) is turned on. After the battery heater is turned on, the battery temperature (T _batt ) rises linearly along the corrected target temperature increase line from the expected arrival time at the destination until the temperature reaches the target temperature.

If the current actual battery temperature (T _batt ) minus the control target temperature (T _ideal ) difference (T _batt - T _ideal ) is continuously greater than 0, the battery heater is kept off (S19 ).

As described above, when the battery heater is turned on and the battery temperature raising operation is restarted, the battery temperature (T _batt ) rises again to follow the corrected control target temperature (T _ideal ) of the target heating line. Thereafter, when the vehicle arrives at the destination, the battery temperature (T _batt ) reaches the temperature increase target temperature (T _target ) according to the expected arrival time, and then the battery heater 10 is turned off at the destination to operate the battery temperature increase. can be terminated (S21, S22).

After the tilt adjustment is performed and the battery heater is turned on, while the vehicle is driving to the destination (charging station), the difference between the actual battery temperature (T _batt ) and the control target temperature (T _ideal ) (T _batt - If T _ideal is greater than the set temperature difference (ΔT), the above process of turning off the battery heater, adjusting the inclination, and turning on the battery heater may be repeated.

In this way, in the present invention, it is possible to perform an efficient battery temperature raising operation until reaching the destination by reflecting the battery temperature rise due to external factors, so that the reduction in DTE (drivable distance) of the vehicle can be minimized, and road conditions Energy consumption for battery temperature increase can be optimized according to vehicle driving conditions such as the like.

In the conventional battery conditioning method, in setting and predicting the start time of battery temperature increase by a fixed temperature increase map, considering the difficulty in responding to driving conditions such as various road conditions, the start time of battery temperature increase is conservatively adjusted to satisfy all conditions. (longer than the actual expected time).

Although it cannot be optimized for all road conditions, it is possible to secure charging performance through temperature increase if additional energy is used. However, although the desired battery temperature can be reached upon arrival at the destination, the battery temperature can reach the temperature increase target temperature before arrival at the destination, and then additional energy is required to maintain the battery temperature within a certain range until arrival at the destination. .

However, in the present invention, by adjusting the slope of the target heating line for the battery temperature raising operation, the battery temperature can reach the temperature raising target temperature as soon as the vehicle arrives at the destination, so that unnecessary energy for battery conditioning can be prevented from being used. do.

In particular, in the present invention, the target heating line is modified and used in real time according to driving situation information such as road conditions, driving environment, and driver tendency, so that the battery temperature reaches the desired temperature at the time of arrival at the charging station, which is the destination (stopover). can make it

Since the battery heater used for raising the temperature of the battery in the above-described embodiment is a heater capable of simple on/off control, it is difficult to change the slope of the battery temperature rise through the control of the battery heater.

If the battery heater is a heater capable of output control, if the expected time of arrival at the destination is changed due to a change in traffic conditions or a course change, the output (power) of the battery heater is adjusted so that the temperature rises further to reach the target temperature at the time of arrival at the destination. It is possible to respond flexibly.

In addition, it is difficult to refer to all drivers' tendencies when considering the timing at which the battery temperature starts to rise, and drivers who mainly drive at high speed and with high load (high acceleration/deceleration usage rate) discharge the battery for vehicle driving without using a battery heater. It is possible to preheat the battery to a certain high temperature only.

Similar to DTE (Driving Distance) learning, if weight is given to the calculation of the starting point of heating the battery through learning in the case of a driver with high battery usage in consideration of the driver's usage pattern, the expected arrival time prediction considering the driver's tendency and the time to reach the target temperature Prediction will be more accurate.

Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concept of the present invention defined in the following claims It is also included in the scope of the present invention.

1 : Head unit
2: Traffic information provision system
3 : sensor
4: vehicle controller
5: Battery management system
6, 7: display part
10: battery heater

Claims (9)

After the start time of battery temperature increase during vehicle driving is determined, the battery temperature by the battery heater reaches the predetermined temperature increase target temperature simultaneously with the arrival of the charging station set as the destination, at the determined battery temperature increase start time point. Determining an initial target temperature rising line that is;
Turning on a battery heater at the determined battery temperature increase start point;
Turning off the battery heater when a difference value between the detected current actual battery temperature and the current control target temperature along the initial target temperature rising line is greater than a set temperature difference in the on state of the battery heater; and
A method for conditioning a battery of a vehicle, comprising determining a new target temperature increase line based on real-time driving condition information collected from the vehicle, and controlling operation of a battery heater using the determined target temperature increase line.
The method of claim 1,
At the start time of the battery temperature rise,
determining an expected arrival time of the vehicle at the destination when a charging station capable of charging the battery from the vehicle to the destination is set;
determining a battery temperature-raising time required to raise the current battery temperature to the predetermined temperature-raising target temperature from the battery temperature detected by the sensor and the outdoor temperature; and
The battery conditioning method of a vehicle, characterized in that determined by a process of inversely calculating the determined battery temperature increase time from the determined expected arrival time.
The method of claim 1,
The initial target temperature rising line,
When the battery heater is turned on at the determined battery temperature rise start point, a straight line representing an expected battery temperature when the battery temperature at the start point of the battery temperature rise rises linearly from the arrival point of the vehicle charging station to the temperature increase target temperature A method for conditioning a battery of a vehicle, characterized in that.
The method of claim 1,
In the step of turning off the battery heater,
The current control target temperature along the initial target temperature rising line,
The battery conditioning method of a vehicle, characterized in that the determination is made using the actual battery temperature detected by the sensor at the determined battery temperature increase start point and the slope of the initial target temperature increase line.
The method of claim 1,
Further comprising monitoring an actual battery temperature detected by a sensor and an actual battery temperature rise slope in a state in which the battery heater is turned on,
The step of controlling the operation of the battery heater,
determining a new target temperature increase line by using the monitored actual battery temperature increase slope and real-time driving situation information;
determining a new battery temperature-raising start point from the determined control target temperature of the new target temperature-raising line and a real-time battery temperature; and
The battery conditioning method of a vehicle comprising the step of turning on a battery heater again at the determined new battery temperature increase start point.
The method of claim 5,
In the process of determining the new target heating line,
The method of claim 1 , wherein the monitored actual battery temperature rise slope is corrected using real-time driving condition information collected from the vehicle, and a line having the corrected slope is determined as the new target temperature increase line.
The method of claim 6,
The real-time driving situation information,
A method for conditioning a battery of a vehicle, comprising at least one of external temperature change, traffic information, road information, and driver tendency information during vehicle driving.
The method of claim 7,
The corrected slope is,
The monitored actual battery temperature rise slope
The battery conditioning method of a vehicle, characterized in that it is determined as a value obtained by multiplying a weight value obtained by a value corresponding to the current change in outside air temperature, traffic information, road information, and driver's propensity.
The method of claim 5,
In the step of determining the start time of the new battery temperature increase,
A time point at which a current battery temperature detected by a sensor is equal to or less than a current control target temperature along the new target temperature rising line is determined as the new battery temperature rising start time point.

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