System and method for testing running load of electric vehicle

Abstract

The invention relates to a system and a method for testing the running load of an electric vehicle, in particular to a system and a method for testing the running load of the electric vehicle without actual running and / or pedal operation of the electric vehicle. According to the system and the method for testing the running load of the electric vehicle, the running load test can be carried out on batteries carried on various electric vehicles and / or batteries separated from the electric vehicles.

Description

Technical Field

[0001] This invention relates to a system and method for testing the driving load of electric vehicles, and more particularly to a system and method for testing the driving load of electric vehicles that can perform driving load tests on batteries installed in various electric vehicles and / or batteries separated from said electric vehicles without requiring actual driving and / or pedal operation of the electric vehicle. Background Technology

[0002] Rechargeable batteries are easy to adapt to different product categories and possess electrical characteristics such as high energy density. Therefore, they can be used not only in portable devices but also widely in electric vehicles (EVs) and hybrid electric vehicles (HEVs) powered by electric motors. In addition to the major advantage of reducing fossil fuel consumption, as mentioned above, rechargeable batteries are also attracting attention as an environmentally friendly and energy-efficient new energy source because they produce no byproducts during energy use.

[0003] Currently, there is increasing global attention on environmentally friendly electric vehicles as a replacement for internal combustion engine vehicles that emit greenhouse gases. To meet this trend, policies such as the South Korean government's plan to promote more than 3 million electric vehicles by 2030 are driving the current electric vehicle market to rapidly transition from internal combustion engine vehicles to electric vehicles.

[0004] As mentioned above, with the high level of attention paid to electric vehicles worldwide, their sales have grown rapidly, leading to significant advancements in technologies for measuring energy efficiency ratios and evaluating battery performance. Currently, energy efficiency ratio measurement technology still relies on an expensive chassis dynamometer system where the driver directly operates the pedals at a predetermined speed mode (or motor rpm mode) for extended periods of approximately 6 to 12 hours.

[0005] Recently, although a method has been adopted in which robots replace drivers and directly operate the pedals according to a predetermined speed mode, the long-term testing has led to the problem of excessive total power consumption for efficiency power consumption ratio measurement.

[0006] Furthermore, regarding battery performance evaluation technology, new electric vehicles typically employ methods such as direct driving by the driver based on road conditions or pedal operation via a chassis dynamometer system. However, there are currently no evaluation methods for used or refurbished batteries.

[0007] To overcome the limitations mentioned above, the inventors of this invention propose a novel system and method for testing the driving load of electric vehicles, the details of which will be described in subsequent sections.

[0008] Prior technology documents Patent documents (Patent Document 1) Korean Patent No. 10-0405683, "Chassis Dynamometer Testing System" Summary of the Invention In order to solve the problems existing in the prior art as described above, The purpose of this invention is to provide a system and method for driving load testing of electric vehicles, which can perform driving load testing on batteries installed in various electric vehicles and / or batteries separated from said electric vehicles.

[0009] Furthermore, the present invention aims to provide a system and method for driving load testing of electric vehicles / batteries without requiring the electric vehicle to be run in a chassis dynamometer or driven on actual roads.

[0010] Furthermore, the present invention aims to provide a system and method for driving load testing of an electric vehicle, which allows for driving load testing of a battery detached from the electric vehicle without requiring actual driving of the electric vehicle.

[0011] Furthermore, the present invention aims to provide a system and method for testing the driving load of electric vehicles by performing one or more of the following assessments: efficiency ratio, driving performance, and remaining battery life evaluation using a single charge / discharger.

[0012] Furthermore, the present invention aims to provide a system and method for testing the driving load of an electric vehicle, which can perform reliability and durability tests on batteries mounted on or separated from the electric vehicle.

[0013] Furthermore, the present invention aims to provide a system and method for testing the driving load of electric vehicles, which can simultaneously take into account driving load and electrical load such as air conditioning, to determine the efficiency-to-power ratio of electric vehicles.

[0014] Furthermore, the present invention aims to provide a system and method for testing the driving load of an electric vehicle that can determine the state of health (SOH) value of a battery, thereby enabling the driver to confirm information related to the state of health (SOH) value in real time via a dashboard or similar means while seated in the vehicle.

[0015] To achieve the objectives described above, the present invention can be implemented through embodiments having the following configuration.

[0016] In one embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that it includes: a battery as an energy storage component; and a charger / discharger that can charge and discharge the battery according to a time sequence information of a pre-set charging and discharging mode without operating the electric vehicle equipped with the battery, thereby testing the driving load of the battery.

[0017] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the charger includes: a test mode setting module, which sets one of the following modes: energy efficiency ratio measurement mode, endurance driving performance mode, and battery remaining life assessment mode of the connected battery.

[0018] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the charger / discharger includes: a first setting module for determining first basic information for measuring the efficiency-to-power ratio of an electric vehicle equipped with the battery; the first basic information includes one or more of the following: the capacity of the battery, the weight of the electric vehicle equipped with the battery, the specifications and quantity of the motor of the electric vehicle, the power consumption of the battery, and the discharge termination condition.

[0019] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the charger includes: a second setting module for determining second basic information for performing durability testing on the battery; the second basic information includes: one or more of the battery's power consumption and discharge termination conditions.

[0020] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the second setting module includes: a detailed mode setting module, for determining one of a city driving mode and a highway driving mode in order to perform a durability test on the battery.

[0021] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the charger / discharger includes: a third setting module for determining the state of health (SOH) value of the battery; the third basic information includes: current battery state information of one or more of the current battery cell voltage, battery pack voltage and state of health (SOH) value, and discharge amount information of the charger / discharger.

[0022] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the charger further includes: a charging and discharging module for charging and discharging the connected battery according to time series information of charging and discharging modes pre-stored in a database; and a power information collection module for collecting time series information related to the power when the battery is charged and discharged through the charging and discharging module.

[0023] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the power information collection module further obtains battery management system (BMS) information and sensor information through one or more of the battery management system, integrated charging control unit (ICCU) and microcontroller unit (MCU) mounted on the electric vehicle.

[0024] In another embodiment of the present invention, the system for testing the driving load of an electric vehicle according to the present invention is characterized in that: the charger further includes: an analysis module, which derives analysis results based on the power-related time series information, battery management system (BMS) information and sensor information obtained by the power information collection module.

[0025] In another embodiment of the present invention, the system for form load testing of electric vehicles according to the present invention is characterized in that: the charger further includes: a charging and discharging module for charging and discharging the connected battery according to time series information of charging and discharging modes pre-stored in a database; a power information collection module for collecting time series information related to the power when the battery is charged and discharged through the charging and discharging module; and an analysis module for deriving analysis results based on the power-related time series information and battery management system (BMS) information obtained through the power information collection module; the determined state of health (SOH) value is displayed on the dashboard of the electric vehicle in real time.

[0026] In one embodiment of the present invention, the method for testing the driving load of an electric vehicle according to the present invention is characterized by comprising: a step of determining one of a power efficiency ratio measurement mode, a driving endurance performance mode, and a battery remaining life assessment mode for a battery connected to the charger / discharger; a step of determining the basic information required for each determined mode; a step of performing charging and discharging on the battery according to time series information related to the charging and discharging mode; a step of collecting time series information related to the power during charging and discharging of the battery; and a step of deriving analysis results by comparing the time series information related to the power and information from the battery management system (BMS).

[0027] In another embodiment of the present invention, the method for testing the driving load of an electric vehicle according to the present invention is characterized in that: the step of deriving the analysis results includes: determining the efficiency-to-power ratio of the electric vehicle by taking into account time series information related to the power during charging and discharging of the battery and sensor information.

[0028] In another embodiment of the present invention, the method for testing the driving load of an electric vehicle according to the present invention is characterized in that: the basic information determination step includes: when the endurance driving performance mode is determined, a step of determining one of the city driving mode and the highway driving mode; the analysis result derivation step includes: a step of determining the endurance driving performance of the battery by using time series information related to the power obtained when the battery is charged and discharged according to the city driving mode or the highway driving mode.

[0029] In another embodiment of the present invention, the method for testing the driving load of an electric vehicle according to the present invention is characterized in that: the basic information determination step includes: confirming the deviation between the obtained state of charge (SOC) value relative to the cell voltage of the battery and the cell voltage of the battery cell based on the battery cell impedance in the obtained battery management system (BMS) information, thereby determining the state of health (SOH) value of the battery.

[0030] The present invention can achieve the effects described below through the configuration described above.

[0031] The present invention has the effect of enabling driving load testing of batteries installed in various electric vehicles and / or batteries detached from said electric vehicles.

[0032] Furthermore, the present invention has the advantage of being able to perform driving load tests on electric vehicles / batteries without having to run the electric vehicle in a chassis dynamometer or drive it on actual roads.

[0033] Furthermore, the present invention has the advantage of allowing driving load testing of batteries detached from the electric vehicle without requiring the electric vehicle to actually drive.

[0034] Furthermore, the present invention has the effect of performing one or more of the following through a single charge / discharger: efficiency-to-power ratio, endurance driving performance, and battery remaining life assessment.

[0035] Furthermore, the present invention has the effect of enabling reliability and durability testing of batteries mounted on or separated from electric vehicles.

[0036] Furthermore, the present invention has the effect of measuring the efficiency-to-power ratio of electric vehicles while simultaneously taking into account driving load on the road and electrical loads such as air conditioning.

[0037] Furthermore, the present invention has the effect of determining the state of health (SOH) value of the battery, thereby enabling the driver to check information related to the state of health (SOH) value in real time through a device such as an instrument panel while riding in the vehicle.

[0038] Furthermore, it should be noted that even effects not explicitly mentioned herein, but which are expected to be achieved through the technical features of the present invention and are described in the following description, should be considered as described in the description of the present invention. Attached Figure Description

[0039] Figure 1 This is a conceptual diagram illustrating a system for testing the driving load of an electric vehicle according to one embodiment of the present invention; Figure 2 It is used for the purpose of... Figure 1 A block diagram illustrating a system used for testing the driving load of electric vehicles; Figure 3 It is used for the purpose of... Figure 1 A block diagram illustrating the charger and discharger; Figure 4 It is used for the purpose of... Figure 3 A block diagram illustrating the condition setting module; Figure 5 It is a chart used to illustrate the charging and discharging modes; Figure 6 This is a sequence diagram for illustrating a method for testing the driving load of an electric vehicle according to one embodiment of the present invention; Figure 7 It is used for the purpose of... Figure 6 A sequence diagram illustrating step S20; Figure 8 It is used for the purpose of... Figure 6 The sequence diagram for explaining step S50 is shown below.

[0040] [Symbol Explanation] 1: A system for testing the driving load of electric vehicles 10: Battery 110: Battery Management System 30: Charger / Discharger 310: Test Mode Setting Module 320: Condition Setting Module 321: First Setting Module 322: Second Setting Module 3231: Detailed mode setting module 325: Third Setting Module 330: Charge / Discharge Module 340: Power Information Collection Module 350: Analysis Module 360: Database 50: Energy storage device S1: Method for testing the driving load of electric vehicles Detailed Implementation The embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. The embodiments of the present invention can be modified in various ways, and the scope of the present invention should not be limited to the following embodiments, but rather should be interpreted based on the matters set forth in the claims. Furthermore, these embodiments are provided for reference only to provide a more complete explanation of the invention to those skilled in the art.

[0041] Unless otherwise specified in the context, the singular form used in this specification may also include the plural form. Furthermore, the terms "comprise" and / or "comprising" as used in this specification indicate only the presence of the mentioned shapes, numbers, steps, actions, components, elements, and / or combinations thereof, and do not exclude the presence or addition of more than one other shape, number, action, component, element, and / or combination thereof.

[0042] Furthermore, when described below as a pair of constituent elements “connected” to each other, it should be understood as including not only the case where the constituent elements are directly connected, but also the case where they are connected by means of a third constituent element.

[0043] Figure 1 This is a conceptual diagram illustrating a system for testing the driving load of an electric vehicle according to one embodiment of the present invention. Figure 2 It is used for the purpose of... Figure 1 A block diagram illustrating a system used for testing the driving load of electric vehicles.

[0044] Next, a system 1 for battery driving load testing of an electric vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0045] See Figure 1 as well as Figure 2The present invention relates to a system 1 for testing the driving load of electric vehicles, and more particularly to a system 1 for testing the driving load of electric vehicles that can perform driving load tests on batteries installed in various electric vehicles and / or batteries separated from said electric vehicles without requiring actual driving and / or pedal operation of the electric vehicle.

[0046] Therefore, the system 1 for testing the driving load of an electric vehicle may include a battery 10, a charger / discharger 30, and an energy storage device 50. The hardware configuration of the various modules, including the charger / discharger 30, described later, may be integral or, depending on the circumstances, formed from multiple physically independent parts; the scope of the invention is not limited to the specific examples.

[0047] Furthermore, the term "electric vehicle" is understood to include concepts such as pure electric vehicle (EV), hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), and hydrogen fuel cell electric vehicle (FCEV).

[0048] Battery 10 is a battery configuration that is mounted on or detached from an electric vehicle. Generally, the electric vehicle 10 may include a battery pack, which may include multiple battery modules. Furthermore, a battery module may include multiple battery cells. The individual battery modules may be connected in series and / or in parallel. Additionally, battery 10 may be electrically connected to a charger 30 via power lines such as cables. Furthermore, battery 10 may include a battery management system 110. Hereafter, when referred to as battery 10, it should be understood that it refers to one of the following: a battery cell, a battery module, or a battery pack.

[0049] The Battery Management System (BMS) 110 is a system configuration that obtains battery management system (BMS) information such as the current, voltage, or temperature of the battery 10, thereby controlling the battery 10 to achieve optimal performance. Through the battery management system 110 as described above, battery-related information can be monitored, and overcharging and / or over-discharging can be prevented. Furthermore, the battery management system 110 can control the operation of the power relay assembly (PRA) when the battery 10 is overcharged and / or over-discharged, thereby cutting off the power input to the battery. Moreover, the battery management system 30 is configured to communicate with various electronic control units (ECUs; not shown) mounted on the electric vehicle.

[0050] The term "Battery Management System (BMS) Information" may include information related to one or more of the following: cell voltage of battery 10, group voltage of battery 10, current consumption and input current of battery 10, power consumption of battery 10, and internal impedance (or internal resistance value of battery 10).

[0051] Figure 3 It is used for the purpose of... Figure 1 A block diagram illustrating the charger and discharger.

[0052] See Figures 1 to 3 The charger 30 is a device for charging and discharging the battery 10. Using the charger 30 described above, the battery 10 can be brought into a fully charged state, a fully discharged state, or a partially charged state. Furthermore, as an example, the charger 30 can be electrically connected to the battery 10 via a power line connected through a connector. Alternatively, the charger 30 can be electrically connected to the battery 10 mounted on an electric vehicle via a charging port or similar facility. Therefore, the charger 30 can also obtain battery management system (BMS) information from the battery management system 110. Using the connection structure described above, the charger 30 can perform a driving load test on the battery 10.

[0053] Therefore, the charger 30 may include a test mode setting module 310, a condition setting module 320, a charge / discharge module 330, a power information collection module 340, an analysis module 350, and a database 360.

[0054] The test mode setting module 310 is a module for setting one of the following modes of the connected battery 10: efficiency-to-power ratio measurement mode, endurance driving performance mode, and battery remaining life assessment mode, for testing the connected battery 10. The user can determine the test mode of the battery 10 by inputting one of the three modes displayed on the display (not shown) of the charger 30 (e.g., touch input). Alternatively, the user can input one of the three modes through a user terminal that communicates with the charger 30 via wired or wireless communication, without any particular limitation. The "user terminal" can be any known device capable of communicating with the charger 30, such as a smartphone, laptop, or personal computer (PC), and the scope of the invention is not limited to the specific examples.

[0055] The "Efficiency Power Consumption Ratio Measurement Mode" is a mode for measuring the efficiency power consumption ratio (e.g., km / kWh) of an electric vehicle equipped with or to be equipped with battery 10. Furthermore, the "Durability Performance Mode" is a mode for performing battery reliability / durability testing. Additionally, the "Battery Remaining Life Assessment Mode" refers to a mode for measuring the battery's state of health (SOH). After selecting each mode in the charger 30 as described above, the result value (one or more of the electric vehicle's efficiency power consumption ratio, battery durability, and battery state of health (SOH) value) can be derived simply by charging and discharging the battery 10 through the charger 30. Therefore, it has the advantage that even if the user testing the battery 10 or the electric vehicle does not directly run the electric vehicle equipped with the battery 10 for an extended period, one or more of the efficiency power consumption ratio, durability performance, and state of health (SOH) value can be determined. It should be noted that the test mode setting module 310 is not a necessary component of the present invention, and the charger 30 may also perform only one of determining the efficiency power consumption ratio, determining durability performance, and assessing the battery remaining life.

[0056] Figure 4 It is used for the purpose of... Figure 3 The block diagram illustrates the condition setting module.

[0057] See Figures 1 to 4 The condition setting module 320 is a module that sets the basic information for each mode selected by the test mode setting module 310. The setting of the basic information can be performed by the user inputting the basic information on the screen displayed on the display unit (not shown) of the charger 30, or by a user terminal that communicates with the charger 30 via wired or wireless communication, and is not subject to any special limitation.

[0058] Therefore, the condition setting module 320 may include a first setting module 321, a second setting module 323, and a third setting module 325.

[0059] The first setting module 321 is a module that determines the basic information used for the efficiency-to-power ratio measurement mode. As an example, the basic information used for the efficiency-to-power ratio measurement mode may include one or more of the following: the capacity (kW) of the battery 10, the weight (kgf) of the electric vehicle equipped with the battery 10, the specifications and number of the motors of the electric vehicle (e.g., front wheel, rear wheel, or in-wheel motors), battery power consumption, and discharge termination conditions.

[0060] As an example, the battery power consumption can be the power consumption (kW) of battery 10 obtained by the chassis dynamometer system described above using one of the following test methods: Single Cycle Test (SCT), Multi Cycle Test (MCT), Short Multi Cycle Test (SMCT), and Short Multi Cycle Test+ (SMCT+). The battery power consumption described above may vary depending on the electric vehicle model, battery type, or electric vehicle powertrain. Furthermore, in addition to user input, the battery power consumption can be categorized and stored in database 360 ​​according to vehicle model, battery type, or electric vehicle powertrain, and the types stored in database 360 ​​can be continuously updated.

[0061] Furthermore, the discharge termination condition can be the discharge limit condition of the tested battery 10. As an example, the charge level of the battery 10 can be set based on the state of charge (SOC). For example, a state of charge (SOC) of 5% can be set as the discharge termination condition, but the scope of the present invention is not limited to this numerical range. Alternatively, the discharge termination condition can also be set as the electrical force at which the output power of the battery 10 cannot maintain a preset speed of the electric vehicle, such as 100 km / h. In addition, the discharge termination condition can be set based on various other criteria.

[0062] The second setting module 323 is a module that determines the basic information for the durability test of the battery 10, i.e., for the durability driving performance mode. As an example, the basic information for the durability driving performance mode may include one or more of the following: battery power consumption and discharge termination conditions. The battery power consumption may be substantially the same as the battery power consumption of the first setting module 321. Furthermore, as an example, the discharge termination condition may be a state of charge (SOC) of 0% or less, or less than 5%, but the scope of the invention is not limited to these numerical ranges. Additionally, the second setting module 323 may include a detailed mode setting module 3231.

[0063] The detailed mode setting module 3231 is a module for setting detailed modes for testing the endurance driving performance of the battery 10. These detailed modes may include an Urban Dynamometer Driving Schedule (UDDS) and a Highway Fuel Economy Driving Schedule (HFEDS). Furthermore, the detailed mode setting module 3231 may also include a variable mode (or a harsh mode).

[0064] The third setting module 325 is a module that determines the basic information used to derive the State of Health (SOH) value of the battery 10. As an example, the basic information used to derive the SOH value may include the current state information of the battery 10, such as the cell voltage, battery pack voltage, and State of Charge (SOC) value, as well as the discharge amount of the charger 30 (e.g., a preset percentage of the battery 10's capacity or a specified discharge load value of the battery 10). Furthermore, the basic information used to derive the SOH value may also include information related to the relationship between the battery's SOC value (e.g., SOC 0-100%) and the cell voltage of the battery 10. The basic information used to derive the SOH value as described above can be automatically obtained through user input on the display unit and / or through communication with the battery management system 110, and is not subject to any particular limitation.

[0065] Figure 5 It is a diagram used to illustrate the charging and discharging modes.

[0066] See Figures 1 to 5 The charge / discharge module 330 is a module that performs charging and discharging of the battery 10 mounted on or separated from the electric vehicle. As an example of the charging / discharging method, one side of the charge / discharger 30 can be connected to the discharge resistor of the battery 10, thereby increasing or decreasing the discharge amount of the battery 10 according to load factors. Furthermore, when charging the battery 10, regenerative current can be stored through the energy storage device 50 connected to the charge / discharger 30 or the battery 10. Generally, electric vehicles can achieve regenerative braking, so it is preferable that the charge / discharge module 330 performs both discharging and charging simultaneously.

[0067] Furthermore, the charge / discharge patterns used for charging and discharging battery 10 can be stored in database 360. That is, in order to determine the energy efficiency ratio, driving endurance, and state of health (SOH) value of the electric vehicle, a benchmark charge / discharge pattern is required. In this case, it is advisable that the charge / discharge pattern be consistent with both the electric vehicle and battery 10. See also... Figure 5 As an example of a charging / discharging mode, it is preferable to use time as the x-axis and electric force as the y-axis. Figure 5 In the diagram, when y is less than 0, it represents the electrical force charged into battery 10 due to regenerative braking; when y is greater than 0, it represents the electrical force discharged from battery 10. Furthermore, the black area represents the power consumption (or cumulative power consumption).

[0068] Furthermore, the charging and discharging modes used as benchmarks for determining the efficiency-to-power ratio, endurance performance, and state of health (SOH) value can be the same or different. Additionally, the charging and discharging modes used for city driving mode and highway driving mode can be the same or different.

[0069] Therefore, the charge / discharge module 330 can charge and discharge the battery 10 according to a reference mode, thereby determining the energy efficiency ratio of the electric vehicle, the driving endurance of the battery 10, and the state of health (SOH) value of the battery 10. Thus, even when operators do not directly drive the electric vehicle for extended periods or operate the pedals on the chassis dynamometer system, information related to the energy efficiency ratio, driving endurance, and state of health (SOH) value can be determined. That is, it prevents situations where operators perform prolonged operations to determine this information, and it also prevents human error caused by inconsistent pedal operation and speed mode. Furthermore, it offers advantages such as saving power consumption and shortening overall testing time by minimizing the use of the chassis dynamometer system.

[0070] See Figures 1 to 3 The power information collection module 340 is a module that collects time-series information related to the power of the battery 10 during charging and discharging via the charge / discharge module 330. As described above, the power information collection module 340, in addition to time-series information related to the power of the battery 10, can also collect time-series information related to the voltage and / or current during charging and discharging of the battery 10. Furthermore, the power information collection module 340 can also collect sensor information.

[0071] Sensor information is obtained through the battery management system 110, the integrated charging control unit (ICCU) and micro controller unit (MCU) mounted on the electric vehicle. For example, it may be information obtained from the accelerator pedal sensor, inverter sensor, current and / or voltage sensor of battery 10, and sensors related to the air conditioning of the electric vehicle (such as temperature sensor).

[0072] The analysis module 350 compares the power-related time-series information obtained through the power information collection module 340 with the battery management system (BMS) information to derive the analysis results. Sensor information obtained through the power information collection module 340 can also be used. Typically, these include parameters related to the power load, such as temperature and voltage / current during air conditioning system operation. Therefore, the analysis module 350 can utilize one or more of the following information—power-related time-series information, battery management system (BMS) information, and sensor information—to analyze the power operating status of the battery 10.

[0073] When measuring the energy efficiency ratio of an electric vehicle using the analysis module 350, the total power consumption stored in the database 360 ​​can be used as a benchmark. The battery 10 is charged and discharged using the charge / discharge module 330 according to the charge / discharge patterns stored in the database 360 ​​to determine the energy efficiency ratio. As mentioned above, the power consumption may vary depending on the electric vehicle model, the type of battery 10, or the electric vehicle's powertrain. In this case, the discharge of the battery 10 can be performed until the discharge termination condition determined in the first setting module 321.

[0074] Furthermore, when determining the endurance performance of battery 10 through analysis module 350, battery 10 can be charged and discharged through charge / discharge module 330 according to the city driving mode or highway driving mode determined by detailed mode setting module 3231, thereby determining the endurance performance of battery 10. For example, battery 10 can be recharged after being discharged to 0% or 5% of its state of charge (SOC) to determine endurance performance. Moreover, the charge / discharge mode can be the same or different depending on whether it is the city driving mode or the highway driving mode, with the latter being preferred.

[0075] Furthermore, when determining the State of Health (SOH) value through the analysis module 350, the third setting module 325 can set the relationship between the State of Charge (SOC) value (e.g., SOC 0-100%) of the battery 10 and the cell voltage of the battery 10, as well as the discharge amount of the charger / discharger. Additionally, the battery 10 can be charged and discharged through the charge / discharge module 330, and the analysis module 350 can determine the State of Health (SOH) value of the battery 10 by confirming the relationship between the State of Charge (SOC) value (e.g., SOC 0-100%) of the battery 10 and the cell voltage of the battery 10, and the deviation between this relationship and the cell voltage of the battery 10 based on the internal impedance of the battery 10 in the obtained Battery Management System (BMS) information.

[0076] The database 360 ​​may contain time-series information related to the charging and discharging modes described above. This time-series information may refer to time-series information related to the electric power mode during actual driving, whether from a chassis dynamometer system used to test the electric vehicle or battery 10, or from the electric power mode during tracking of a predetermined speed mode. The electric power mode described above can be time-series data, and the database 360 ​​may define the required charge / discharge flow rate (or electric power) at periods such as 1 / 100 second or 1 / 1000 second. Because electric vehicles can perform regenerative braking, the required charge flow rate also needs to be defined. Furthermore, the database 360 ​​may also contain information related to the total power consumption during charging and discharging according to the charging and discharging modes described above.

[0077] As described above, by using the charger 30 according to one embodiment of the present invention, it is not necessary to test or actually drive the electric vehicle on a chassis dynamometer system; the efficiency-to-power ratio can be determined simply through charging and discharging operations. Furthermore, reliability and durability tests can be performed on the battery 10 mounted on or separated from the electric vehicle. Moreover, while there is currently no clear method for testing the battery 10 after refurbishment, the charger 30 can also test the battery 10 separated from the electric vehicle, as testing can also be performed after repairing the battery 10.

[0078] Meanwhile, because the battery 10 is charged according to the same charging and discharging mode as in actual driving of an electric vehicle, the efficiency-to-power ratio based on the driving load on the road can be measured and calculated. Sensor information can also be used to account for the impact of electrical loads such as air conditioning on the efficiency-to-power ratio. Furthermore, the state of health (SOH) value of the battery 10 can be determined, allowing the driver to check information related to the SOH value in real time via a dashboard while riding in the electric vehicle.

[0079] Figure 6 This is a sequence diagram illustrating a method for testing the driving load of an electric vehicle according to one embodiment of the present invention.

[0080] Next, a method S1 for testing the driving load of an electric vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that when performing method S1, the charger 30 is connected to the battery 10 via a power line or the like.

[0081] Furthermore, it should be noted that, where a particular embodiment can be implemented in different ways, the execution order of the various steps may differ from the order described below. For example, two steps described consecutively may be performed simultaneously, or they may be performed in reverse order.

[0082] See Figure 6 First, in step S10, in order to test the battery 10 connected to the charger 30, a test mode for the battery 10 is determined. As described above, the test mode can be one of the following: energy efficiency ratio measurement mode, endurance driving performance mode, and battery remaining life assessment mode. Furthermore, step S10 can be executed by the test mode setting module 310.

[0083] Figure 7 It is used for the purpose of... Figure 6 The sequence diagram for explaining step S20 is shown below.

[0084] See Figure 6 as well as Figure 7 In step S20, the basic information required by the mode selected in step S10 can be determined.

[0085] If the efficiency-to-power ratio measurement mode is determined in step S10, in step S210, first basic information such as the capacity (kW) of the battery 10, the weight (kgf) of the electric vehicle equipped with the battery 10, the specifications and number of the motors of the electric vehicle (e.g., front wheel, rear wheel, or in-wheel motors), battery power consumption, and discharge termination conditions can be determined.

[0086] Furthermore, if the endurance driving performance mode is determined in step S10, second basic information such as the power consumption of battery 10 and the discharge termination condition can be determined in step S230.

[0087] Finally, if the remaining life assessment mode is determined in step S10, in step S250, the current state information of the battery 10, such as the cell voltage, battery pack voltage, and state of charge (SOC) value, and third basic information, such as the discharge amount of the charger 30 (e.g., a preset percentage of the battery 10's capacity or a specified discharge load value of the battery 10), can be determined. Furthermore, in the remaining life assessment mode, different information can be determined according to city driving mode, highway driving mode, and detailed mode.

[0088] Step S20, which includes steps S210 to S250 as described above, can be executed by the condition setting module 320.

[0089] See Figure 6Next, in step S30, the battery 10 connected to the charger 30 can be charged and discharged. At this time, time series information related to the charging and discharging mode of the battery 10 can be pre-stored in the database 360. Step S30 can be executed by the charging and discharging module 330.

[0090] Next, in step S40, time-series information on the charging and discharging of battery 10 according to step S30 can be collected. Additionally, sensor information can also be obtained in step S40. Furthermore, battery management system (BMS) information can also be obtained in step S40.

[0091] Figure 8 It is used for the purpose of... Figure 6 The sequence diagram for explaining step S50 is shown below.

[0092] See Figure 6 as well as Figure 8 Next, in step S50, the power-related time series information obtained in step S40 can be compared with the battery management system (BMS) information obtained from the battery management system 110 to derive the analysis results.

[0093] For example, in step S50, the energy efficiency ratio information related to the electric vehicle equipped with or to be equipped with battery 10 can be determined through step S510. When determining the energy efficiency ratio of the electric vehicle through step S510, the energy efficiency ratio is affected not only by the driving load on the road, but also by electrical loads such as air conditioning. Therefore, it is advisable to make the judgment in consideration of sensor information and battery management system (BMS) information.

[0094] Furthermore, in step S50, information related to the endurance performance of battery 10 can be derived through step S530. When determining the endurance performance in step S530, the endurance performance of battery 10 can be determined by time-series information related to the power of charging and discharging battery 10 according to a determined urban driving mode or highway driving mode. For example, battery 10 can be recharged after being discharged to 0% or 5% of its state of charge (SOC) to determine its endurance performance.

[0095] Furthermore, in step S50, the state of health (SOH) value of the battery 10 can be determined by step S550. In step S550, the battery 10 can be charged and discharged, and the deviation between the state of charge (SOC) value (e.g., SOC 0-100%) and the cell voltage of the battery 10 relative to the cell voltage of the battery 10 based on the battery 10 internal impedance in the obtained battery management system (BMS) information is confirmed, thereby determining the state of charge (SOC) value of the battery 10.

[0096] The detailed description above is merely illustrative of the invention. Furthermore, the foregoing description is only a preferred embodiment of the invention, and the invention can be used in many other combinations, modifications, and environments. That is, changes or modifications can be made within the scope of the concepts disclosed in this specification, the equivalent of the described content, and / or the technical or knowledge scope of the industry. The embodiments described above are merely illustrative of the best state for implementing the technical idea of ​​the invention, and various modifications can be made according to the specific application field and usage requirements of the invention. Therefore, the detailed description of the invention above is not intended to limit the invention to the disclosed embodiments.

Claims

1. A system for testing the driving load of electric vehicles, characterized in that, include: Batteries are components used for energy storage; as well as The charger can charge and discharge the battery according to a pre-set time sequence of charging and discharging modes without requiring operation on the electric vehicle equipped with the battery, thereby testing the battery's driving load.

2. The system for testing the driving load of electric vehicles according to claim 1, characterized in that: The charger / discharger includes: The test mode setting module allows you to set one of the following modes for the connected battery: energy efficiency ratio measurement mode, endurance driving performance mode, and battery remaining life assessment mode.

3. The system for testing the driving load of electric vehicles according to claim 1, characterized in that: The charger / discharger includes: The first setting module determines first basic information for measuring the efficiency-to-power ratio of an electric vehicle equipped with the battery; The first basic information includes: The information includes one or more of the following: battery capacity, weight of the electric vehicle equipped with the battery, motor specifications and quantity of the electric vehicle, power consumption of the battery, and discharge termination conditions.

4. The system for testing the driving load of electric vehicles according to claim 1, characterized in that: The charger / discharger includes: The second setting module determines second basic information for performing durability testing on the battery; The second basic information includes: Information on one or more of the following: the battery's power consumption and the discharge termination condition.

5. The system for testing the driving load of an electric vehicle according to claim 4, characterized in that: The second setting module includes: The detailed mode setting module determines either a city driving mode or a highway driving mode in order to perform a durability test on the battery.

6. The system for testing the driving load of an electric vehicle according to claim 1, characterized in that: The charger / discharger includes: The third setting module determines the state of health (SOH) value used to derive the battery. The third basic information includes: The current battery status information includes one or more of the following: cell voltage, battery pack voltage, and state of health (SOH) value, as well as the discharge amount information of the charger / discharger.

7. The system for testing the driving load of an electric vehicle according to claim 3 or claim 5, characterized in that: The charger / discharger also includes: The charging and discharging module charges and discharges the connected battery according to the time series information of the charging and discharging modes pre-stored in the database; and The power information collection module collects time-series information related to the power of the battery during charging and discharging via the charging and discharging module.

8. The system for testing the driving load of an electric vehicle according to claim 7, characterized in that: The power information collection module, Battery management system (BMS) information and sensor information can be further obtained by using one or more of the battery management system, integrated charging control unit (ICCU), and microcontroller unit (MCU) installed on the electric vehicle.

9. The system for testing the driving load of an electric vehicle according to claim 8, characterized in that: The charger / discharger also includes: The analysis module derives analysis results based on the power-related time series information, battery management system (BMS) information, and sensor information obtained through the power information collection module.

10. The system for testing the driving load of an electric vehicle according to claim 6, characterized in that: The charger / discharger also includes: The charging and discharging module charges and discharges the connected battery according to the time series information of the charging and discharging modes pre-stored in the database; The power information collection module collects time-series information related to the power output during charging and discharging of the battery via the charging and discharging module; and The analysis module derives analysis results based on the power-related time-series information and battery management system (BMS) information obtained through the power information collection module. The determined state of health (SOH) value, It is displayed in real time on the dashboard of the electric vehicle.

11. A method for testing the driving load of an electric vehicle, characterized in that: A method for testing the driving load of an electric vehicle using the system for testing the driving load of an electric vehicle according to claim 2 includes: The steps of determining one of the following modes for the battery connected to the charger: power consumption ratio measurement mode, endurance driving performance mode, and battery remaining life assessment mode. The steps to determine the basic information required for each of the identified patterns; The battery is charged and discharged according to time series information related to the charge and discharge mode; The steps of collecting time-series information related to the power during charging and discharging of the battery; and The steps involve deriving analysis results by comparing time-series information related to the power and information from the battery management system (BMS).

12. The method for testing the driving load of an electric vehicle according to claim 11, characterized in that: The steps for deriving the analysis results include: The step of determining the energy efficiency ratio of an electric vehicle by taking into account time-series information related to the power during charging and discharging of the battery, as well as sensor information.

13. The method for testing the driving load of an electric vehicle according to claim 11, characterized in that: The basic information determination steps include: When the durability driving performance mode is determined, the step of determining one of the city driving mode and the highway driving mode is performed. The steps for deriving the analysis results include: The step of determining the battery's endurance performance by using time-series information related to the power obtained when the battery is charged and discharged in the city driving mode or highway driving mode.

14. The method for testing the driving load of an electric vehicle according to claim 11, characterized in that: The basic information determination steps include: The step of determining the state of health (SOH) value of the battery by confirming the deviation between the obtained state of charge (SOC) value relative to the cell voltage of the battery and the cell voltage of the battery based on the cell impedance in the obtained battery management system (BMS) information.

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