WO2022114331A1

WO2022114331A1 - Electric bus battery state analysis service system

Info

Publication number: WO2022114331A1
Application number: PCT/KR2020/017301
Authority: WO
Inventors: 박동민
Original assignee: 주식회사 커넥토
Priority date: 2020-11-27
Filing date: 2020-11-30
Publication date: 2022-06-02
Also published as: KR20220075123A

Abstract

The present invention relates to an electric bus battery state analysis service system comprising: a data logger for periodically acquiring and storing operation data of an electric bus and state data of a battery mounted in the electric bus through communication with a vehicle control unit of the electric bus; a user terminal for periodically receiving the operation data and the state data of the battery through communication with the data logger and transmitting same to a service server; a charger for charging the battery, wherein during charging, the charger acquires state data and charging data of the battery and transmits same to the service server; and the service server for receiving the operation data and the state data from the user terminal and the charger, and analyzing and predicting the state of the battery of the bus on the basis of the received data, wherein the service server classifies the collected data for each vehicle type, each battery model, and each route, so as to estimate and calculate data of a deterioration degree and failure probability of the battery. Accordingly, battery data and operation data can be acquired without installation of a platform for service in an electric bus, the state of a battery can be analyzed through the acquired data, and data for optimization of charging or an operation of the electric bus can be generated for management of the battery at the best performance.

Description

Battery condition analysis service system of electric bus

The present invention relates to a battery state analysis service system of an electric bus, and more particularly, to a technology for collecting and analyzing the battery state of an electric bus.

The electric bus is an eco-friendly bus that replaces the existing fossil fuel bus, and has recently been widely spread at home and abroad. The driving battery mounted on the electric bus was initially designed to be 100kW, but recently the capacity has been greatly increased to the level of 300kW. However, in order to be used as a route bus that operates regular routes several times a day at intervals of 7-8 minutes, it is essential to charge the battery after or during operation of the electric bus.

The control system for the existing electric bus collects information on the current location of the electric bus and the state of charge (SOC) of the electric bus and provides it to the operator so that the electric bus can be charged smoothly. In addition, a state of health (SOH) is predicted based on the number of times of charging and discharging of the battery pack, and the lifespan of the battery pack is managed by providing it to an operator.

Meanwhile, telematics refers to a service that combines a vehicle and wireless communication to receive various information while the vehicle is running. Recently, telematics is becoming more sophisticated, with the advent of a connected car that exchanges information through wireless communication between the vehicle and the vehicle.

Compared to the telematics of a general vehicle, the control system for an electric bus can be seen as nothing more than a simple battery management level. In addition, in order to build a control system in such an electric bus, a platform for data collection must be installed in the vehicle, so it is difficult to build such a system in an existing electric bus.

In order to solve the above-described problems, in the present invention, the battery state analysis service system of an electric bus can acquire battery data and operation data without installing a service platform in the electric bus and analyze the state of the battery through this It aims to provide

Another object of the present invention is to provide a battery condition analysis service system for an electric bus for optimizing the operation or charging of an electric bus so that the performance of the battery is optimally managed beyond simply collecting and analyzing battery data.

The above object is to obtain and store the operation data of the electric bus and the state data of the battery mounted in the electric bus periodically through communication with the vehicle control unit of the electric bus in the battery state analysis service system of the electric bus. data logger; a user terminal for periodically receiving and transmitting the driving data and the battery status data to a service server through communication with the data logger; A charger for charging the battery, wherein the charger acquires charging data and state data of the battery during charging and transmits it to the service server; and the service server receiving the driving data and the state data from the user terminal and the charger, and analyzing and predicting the state of the battery of the bus based on the received data; The service server may classify the collected data by vehicle type , battery model, and route, and estimate and calculate data regarding the degree of deterioration and failure probability of the battery.

In addition, the user terminal may include a user menu for registering and inputting information of the electric bus corresponding to the data logger, battery information, driver information, and route information.

And, the data logger includes a temperature sensor, a humidity sensor and a vibration sensor therein; Sensor data of the temperature sensor, the humidity sensor, and the vibration sensor may be transmitted to the user terminal.

Further, the driving data includes route information, driver information, load information, power consumption, indoor/outdoor temperature, air conditioning information, location information, speed, and time of the electric bus; The state data of the battery may include at least three of temperature, voltage, current, SOC, and resistance of the battery.

In addition, the service server may estimate and calculate data regarding a failure probability of the battery based on the SOC value and the resistance value of the battery in a DC load state.

In addition, the user terminal transmits its location information together with the driving data and the status data to the service server; When a part of the driving data and the state data is lost, the service server may recover by estimating the lost data based on the data immediately before the loss and the current data.

As described above, the battery state analysis service system of the electric bus according to the present invention can acquire battery data and operation data without installing a service platform in the electric bus and analyze the state of the battery through this.

In addition, beyond simply collecting and analyzing battery data, it is possible to generate data for optimizing the operation or charging of electric buses so that the performance of the battery is optimally managed.

1 is a schematic diagram of a battery condition analysis service system of an electric bus according to an embodiment of the present invention;

2 is a schematic diagram of a service server 100 according to an embodiment of the present invention.

3 is a schematic diagram for explaining operation and charging control optimization of the service server 100 according to an embodiment of the present invention.

4 is a flowchart illustrating a data acquisition process of a battery state analysis service system of an electric bus according to an embodiment of the present invention.

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

1 is a schematic diagram of a battery condition analysis service system of an electric bus according to an embodiment of the present invention; Referring to FIG. 1 , the battery state analysis service system of an electric bus according to an embodiment of the present invention includes a battery BMS 10 , a vehicle control unit 20 , a data logger 30 , a user terminal 40 , and a charger. 50 , and a service server 100 .

The BMS (10) (Battery Management System) is a module for monitoring and managing the state of the battery connected to the battery device mounted on the electric bus, and is a vehicle control unit ( 20) is forwarded.

The vehicle control unit 20 is for overall controlling the operation of the vehicle, and controls the driving of the inverter, the driving motor, etc. according to an input such as an accelerator pedal, a brake pedal, or a shift lever of the vehicle. In addition, the vehicle control unit 20 receives the battery state data from the BMS 10 and provides the battery charge state and the like to a display unit such as a display. The vehicle control unit 20 includes a communication module for transmitting and receiving data to and from the outside, and is interoperable with the data logger 30 or the user terminal 40 through the communication module. Here, the communication module is CAN, Ethernet, Internet, LTE, 5G, Wi-Fi, Bluetooth, NFC (Near Field Communication), Zigbee, IR (Infrared Ray), RF ( It can be implemented with various communication modules such as radio frequency). In response to a data request from the data logger 30, the vehicle control unit 20 includes battery state data (eg, battery available power, current, voltage, resistance or battery SOC value) and electric bus operation data (eg, temperature, speed, distance, load information, power consumption, air conditioning information, location information, and time) are transmitted to the data logger 30 .

The data logger 30 is for acquiring and storing the driving data of the electric bus and the state data of the battery through communication with the vehicle control unit 20 , and transmitting the data to the user terminal 40 , and storing the data therein It includes a memory for, a communication module for communication with the outside, and a microcontroller for control. The communication module of the data logger 30 is various, such as CAN, Ethernet, Wi-Fi, Bluetooth, NFC (Near Field Communication), Zigbee, IR (Infrared Ray), RF (Radio Frequency), etc. It can be implemented with a wireless communication module and a wired communication module. On the other hand, the data logger 30 may include a temperature sensor, a humidity sensor, and a vibration sensor therein, and the driving data and battery state data received by receiving the sensed temperature, humidity, and vibration data from the vehicle control unit 20 . and may be transmitted to the user terminal 40 together. Meanwhile, the data logger 30 may be implemented to directly communicate with the BMS 10 in addition to the vehicle control unit 20 . The data logger 30 is plugged into an input/output port (eg, USB) of a vehicle or placed or installed near a battery device, and can be easily installed or removed by a user.

The user terminal 40 is for periodically receiving operation data of the electric bus and the state data of the battery through communication with the data logger 30 and transmitting it to the service server 100 , and a mobile terminal such as a smartphone or tablet PC may include, and a user application for receiving a service according to an embodiment of the present invention may be installed. A user application for receiving a service according to an embodiment of the present invention may transmit data received from the data logger 30 to the service server 100 and display the analysis data received from the service server 100 . . In addition, the user application may include a user menu for registering and inputting data logger 30, electric bus information, battery information, route information, driver information, and the like. Here, the information of the electric bus includes a vehicle model, a year model, and the like, and the battery information includes a manufacturer and model number of the battery. Information on the electric bus and battery information can be entered by the administrator. The user application installed in the user terminal 40 may be designed differently by being divided into a driver, a manager, a charger, and the like, and in this case, each input menu and display item may be different.

The user terminal 40 transmits, to the service server 100 , information input or registered through the input menu of the user application and its own location information, in addition to the operation data of the electric bus and the state data of the battery received from the data logger 30 . can The user application may be installed in the user terminal 40 of the driver, manager and charger of the electric bus. For example, when a driver runs a user application on the user terminal 40 while driving an electric bus and logs into the app, the user application displays a screen for registering the electric bus and the data logger 30, and the user The identification information (eg, barcode, NFC, etc.) of the electric bus is recognized and registered through image shooting or proximity communication, and the user application recognizes the surrounding data logger 30 through data communication (eg, NFC, Bluetooth) and displays the screen is displayed, the user can confirm this and select and register the data logger 30 . The registered electric bus, data logger 30, and user information (driver) are transmitted to the service server 100 . On the other hand, the user application periodically receives the driving data and the battery status data from the data logger 30 with successful communication connection, and transmits them to the service server 100 .

The charger 50 is a device for charging the battery of the electric bus, and when the battery is charged, the charging data and the battery state data of the battery of the electric bus are obtained and transmitted to the service server 100 . In addition, the charger 50 receives a control command related to the battery charging method of the electric bus from the service server 100 or the user terminal 40 when charging the battery of the electric bus, and responds to the control command of the electric bus Battery charging can be performed.

The service server 100 receives the operation data of the electric bus and the state data of the battery from the user terminal 40 and the charger 50, and analyzes and predicts the state of the battery of the electric bus based on the received data. , may be implemented by a computing device including at least one memory and a processor, and a communication module. What the service server 100 uses as basic data for data analysis is the driving data received from the user terminal 40 and battery state data, the charging related data of the battery of the electric bus collected from the charger 50, and the like, and the driving data includes route information, driver information, load information, power consumption, indoor/outdoor temperature, air conditioning information, location information, speed, and time of the electric bus, and battery state data includes battery temperature, voltage, current, SOC, and It may include at least three of the resistors.

The service server 100 may classify the collected data by vehicle type, battery model, and route, and estimate and calculate data regarding the degree of deterioration and failure probability of the battery based on the classified data.

Hereinafter, a detailed analysis method of the service server 100 will be described with reference to FIGS. 2 and 3 . 2 is a schematic diagram of a service server 100 according to an embodiment of the present invention, and FIG. 3 is a schematic diagram for explaining operation and charging control optimization of the service server 100 according to an embodiment of the present invention.

Referring to FIG. 2 , the service server 100 includes a data pre-processing unit 110 , a deterioration/failure rate prediction model unit 120 , and a driving/charging optimization unit 130 .

The data preprocessor 110 performs preprocessing of driving data, battery state data, and charging data received from the user terminal 40 and the charger 50 .

The deterioration/failure rate prediction model unit 120 is for predicting the deterioration and failure rate of the battery, and as a prediction of future values rather than the current deterioration and failure rate of the battery, for example, the operating time of the electric bus. It can be set as 1 hour, 3 hours, 5 hours, 10 hours, etc.

The deterioration/failure rate prediction model unit 120 receives battery state data, driving data, and charging data as inputs through artificial neural network-based machine learning to predict and output the deterioration rate and failure rate of the battery after a predetermined time, In this embodiment, as an example, the deterioration/failure rate prediction model unit 120 predicts the deterioration rate and failure rate after 1 hour. The deterioration/failure rate prediction model unit 120 learns how the deterioration rate and failure rate change according to changes in the input variable, from the past data of the corresponding battery, and updates the variables through learning.

Referring to FIG. 3 , the deterioration/failure rate prediction model unit 120 includes an input layer 121 including a plurality of input nodes, a hidden layer 123 including a plurality of hidden nodes, and one output node. It has an output layer 125 . The input layer 121 includes a number corresponding to the number of input data, such as battery state data, driving data, charging data, electric bus information, battery information, etc. obtained through the user terminal 40 and the charger 50 . It consists of input nodes.

The hidden layer 123 receives data from the input node, calculates a weighted sum by applying a weight between the input node and the hidden node, applies a predetermined transfer function to this value, and outputs the result to the output layer 125 . The range of the result value output from the hidden node is a value between -1 and 1, and the weight learning of the hidden layer 123 can be learned through the Levenberg-Marquardt method, which is one of the backpropagation methods.

The output layer 125 receives the result value of the hidden layer 123, applies a weight between the hidden node and the output node to calculate a weighted sum, and applies a predetermined transition function to this value to determine the degree of deterioration and failure rate of the battery after a predetermined time. It contains two output nodes that output . Here, the same transition function used in the hidden layer 123 may be used as the transition function used in the output layer 125. The result values output from the output node are the failure rate and deterioration value, and the weight learning of the output layer 125 is One of the backpropagation methods is the Levenberg-Marquardt method.

The driving/charging optimization unit 130 is for calculating and outputting a driving/charging control value for optimizing a predicted value related to a future battery state or a failure rate, and may be a value that recommends a driving speed, a charging interval, and the like. The operation/charge optimization unit 130 uses a cost function related to the difference between the deterioration degree value output from the deterioration degree/failure rate prediction model unit 120 and the target deterioration degree value to be controlled for optimal battery management. As a kind of neural network for determining and outputting driving control and charging control signals, as shown in FIG. 3 , a plurality of outputting driving control (eg, speed, etc.) and charging control (eg, charging method, time, etc.) and an SP layer (Series Parallel Layer) 133 including an optimization node of In this case, the cost function relating to the difference between the deterioration value input to the driving/charging optimization unit 130 and the target deterioration value to be controlled may use a mean squared error (MSE). The driving/charging optimization unit 130 updates the weights of the plurality of optimization nodes to determine the driving control and charging control values using the gradient descent method based on the calculated cost function value. Specifically, the weight of the optimization node is continuously updated in a direction in which the cost is reduced by partial differentiation of the cost with the weight value of the optimization node. Each of the plurality of optimization nodes applies the updated weight of their own node to a predetermined transition function to update and output the value of the control signal.

The driving control and charging control values output by the driving/charging optimization unit 130 are transmitted to the user terminal 40 . For example, it may be pushed to the application of the user terminal 40 of the driver or charger of the corresponding electric bus and displayed on the screen, the driver or charger may check this and drive or charge according to the recommendations to improve the performance of the battery to keep it at its best.

Here, the data pre-processing unit 110 , the deterioration/failure rate prediction model unit 120 , and the operation/charging optimization unit 130 may be implemented by a data processing algorithm and a calculation algorithm.

Meanwhile, the service server 100 may estimate and calculate data regarding the failure probability of the battery based on the SOC value and the resistance value of the battery in a DC load state. The present applicant has found that there is a correlation between the SOC value and the resistance value in the DC load state depending on the degree of battery deterioration and failure. Accordingly, the service server 100 according to the present invention may calculate the failure rate by inputting the SOC value and the resistance value of the battery in the DC load state.

4 is a flowchart illustrating a data acquisition process of a battery state analysis service system of an electric bus according to an embodiment of the present invention. Referring to FIG. 4 , the user executes a user application installed in the user terminal 40 to perform membership registration and/or login ( S10 ). Here, it is assumed that the user is the driver of the electric bus as an example. When the driver executes the user application installed in his/her terminal, the log-in information is automatically transmitted to the service server 100, and the service server 100 performs authentication to feed back information corresponding to the user (S13). The user may register the electric bus and data logger 30 that he or she drives by using the input menu of the user application. For example, in the case of an electric bus, a barcode or QR code to identify the electric bus is attached next to the driver's seat, and the user applicator recognizes it through an image. . In the case of the data logger 30, selecting a scan item of the user application, searching for a peripheral device connectable through Bluetooth or NFC, etc. (S15), and displaying a peripheral device such as the data logger 30 that responded (S17) , the user can click and register the data logger 30 installed on his/her own bus among the displayed data loggers 30 (S19). The information input, selected, or registered in the user application in this way is transmitted to the service server 100 and stored in the service server 100 (S20).

The user application of the user terminal 40 requests periodic data transmission to the registered data logger 30 ( S21 ), and the data logger 30 sends periodic driving data and battery state data to the vehicle control unit 20 . to request transmission (S23). Accordingly, the vehicle control unit 20 periodically transmits the battery state data and its driving data received from the BMS 10 to the data logger 30 (S25), and the data logger 30 is stored in the internal memory. The data is stored and the data is periodically transmitted to the service server 100 (S27). As described above, the data logger 30 may have a separate built-in temperature sensor, humidity sensor, and vibration sensor, and may also transmit its own sensing data to the user terminal 40 together. Whenever the user terminal 40 receives data from the data logger 30, it transmits it to the service server 100 (S29). In this case, the user terminal 40 may transmit its own data, for example, location data, to the service server 100 in addition to the data received from the data logger 30 . The service server 100 stores the received data, analyzes the deterioration/failure rate of the battery based thereon (S30), outputs charging and operation control values, and transmits the result to the user terminal 40 (S31) . The user terminal 40 displays the analysis result on the screen (S33), and the user may perform driving and charging control based thereon.

Meanwhile, according to another embodiment of the present invention, the user terminal 40 transmits its own location information to the service server 100 together with the driving data and the status data received from the data logger 30, and the service server ( 100) may recover by estimating the lost data based on the data immediately before the loss and the current data when some of the driving data and the state data are lost. For example, when data is not received from the data logger 30 for a certain period of time due to a communication failure and the data is received all at once after a certain period of time, the service server 100 performs batch processing with the location data of the user terminal 40 received during the period. It is possible to restore the data of the data logger 30 received by mapping the location data to the battery state data or the driving data based on the time data.

Here, even if all the components constituting the embodiment of the present invention are described as being combined or operated in combination, the present invention is not necessarily limited to this embodiment. That is, within the scope of the object of the present invention, all the components may operate by selectively combining one or more. In addition, although all the components may be implemented as one independent hardware, some or all of the components are selectively combined to perform some or all of the functions of the combined hardware in one or a plurality of hardware program modules It may be implemented as a computer program having Codes and code segments constituting the computer program can be easily inferred by those skilled in the art of the present invention. Such a computer program is stored in a computer readable storage medium (Computer Readable Media), read and executed by the computer, thereby implementing the embodiment of the present invention. The storage medium of the computer program may include a magnetic recording medium, an optical recording medium, and the like.

In addition, terms such as "comprises", "comprises" or "have" described above mean that the corresponding component may be inherent, unless otherwise specified, excluding other components. Rather, it should be construed as being able to further include other components. All terms, including technical or 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.

The above description is merely illustrative of the technical spirit of the present invention, and various modifications and variations will be possible without departing from the essential characteristics of the present invention by those skilled in the art to which the present invention pertains. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical spirit of the present invention, but to explain, and the scope of the technical spirit of the present invention is not limited by these embodiments. The protection scope of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

Claims

In the battery condition analysis service system of the electric bus,

a data logger that periodically acquires and stores operation data of the electric bus and state data of a battery mounted in the electric bus through communication with a vehicle control unit of the electric bus;

a user terminal for periodically receiving the driving data and the battery status data through communication with the data logger and transmitting it to a service server;

A charger for charging the battery, wherein the charger acquires charging data and state data of the battery during charging and transmits it to the service server; and

and the service server receiving the driving data and the state data from the user terminal and the charger, and analyzing and predicting the state of the battery of the bus based on the received data;

The service server classifies the collected data by vehicle type , battery model, and route, and estimates and calculates data regarding the degree of deterioration and failure probability of the battery.
According to claim 1,

and the user terminal includes a user menu for registering and inputting information, battery information, driver information, and route information of the electric bus corresponding to the data logger.
According to claim 1,

the data logger includes a temperature sensor, a humidity sensor and a vibration sensor therein;

The battery state analysis service system of the electric bus, characterized in that for transmitting the sensor data of the temperature sensor, the humidity sensor and the vibration sensor to the user terminal.
4. The method of claim 2 or 3,

the driving data includes route information, driver information, load information, power consumption, indoor/outdoor temperature, air conditioning information, location information, speed, and time of the electric bus;

The battery state information providing system, characterized in that the battery state data includes at least three of a temperature, voltage, current, SOC, and resistance of the battery.
5. The method of claim 4,

The service server is a battery state information providing system, characterized in that based on the SOC value and the resistance value of the battery in a DC load state to estimate and calculate the data on the failure probability of the battery.
5. The method of claim 4,

the user terminal transmits its location information together with the driving data and the status data to the service server;

The service server, when a part of the driving data and the state data is lost, based on the data immediately before the loss and the current data, the battery state information providing system, characterized in that the recovery by estimating the lost data.