Method for controlling battery of electric vehicle, controller of electric vehicle, and electric vehicle

Abstract

The invention relates to a method for controlling a battery of an electric vehicle, a controller of the electric vehicle, and the electric vehicle. The electric vehicle includes a plurality of wheels, a drive motor configured to provide power to the plurality of wheels, and a controller; the controller is configured to control at least power supply to the drive motor or charging by the drive motor. The controller is configured to: divide the working area into a plurality of working areas for driving the motor based on a reference determined using states of charge (SOC) of the first battery and the second battery; determining one of the first battery and the second battery based on the working area where the working point of the driving motor in the plurality of working areas is located; power supply or charging is controlled by using the determined battery.

Description

TECHNICAL FIELD

[0001] The present invention relates to a method for controlling a battery of an electric vehicle, a controller of an electric vehicle, and an electric vehicle. BACKGROUND

[0002] Generally, as the wheels of an electric vehicle are driven by driving force of a driving motor, the electric vehicle travels.

[0003] Also, generally, a high voltage battery is fixedly installed on a vehicle to supply power to the driving motor.

[0004] The driving motor can be an alternating current motor, and accordingly, an inverter can be provided between the battery and the driving motor.

[0005] When charging is required based on a state of charge (i.e., a state of power (SoC)), the battery of the electric vehicle is charged by receiving external power through an on-board charger (OBC).

[0006] The charging time can depend on a charging method, which is mainly divided into slow charging and fast charging.

[0007] In recent years, continuous research and development of batteries have helped to significantly improve the travel mileage of a vehicle per charge.

[0008] However, a single battery can still be insufficient, and thus alternative solutions are required. SUMMARY

[0009] Embodiments of the present invention are provided to alleviate or solve the above-described limitations of the prior art.

[0010] In an electric vehicle using dual batteries, when a driver drives on a specific road (e.g., an expressway), an imbalance in battery usage can occur, resulting in a difference in a state of charge (SOC) between the two batteries. In addition, the difference in the SOC can be caused by external charging. From a long-term perspective, this can cause a difference in the durability of the batteries. Embodiments of the present invention aim to alleviate the above-described limitations.

[0011] Embodiments of the present invention provide a high-efficiency operation strategy for dual batteries, which is divided into a plurality of operating regions based on considering the SOC of the dual batteries and the operating point of the driving motor.

[0012] Embodiments of the present invention also provide a technology with a new concept that uses a second high voltage battery, which can be added to or separated from the power system of an electric vehicle when needed, in addition to a first high voltage battery that is pre-installed on the electric vehicle.

[0013] Embodiments of the present invention provide a method for controlling one or more batteries of an electric vehicle, the electric vehicle including a plurality of wheels, a drive motor configured to provide power to the plurality of wheels, and a controller configured to control a power supply to the drive motor and / or charging of the one or more batteries with power generated by the drive motor. The method includes determining, by the controller, a plurality of operating regions of the drive motor based on a reference determined using a state of charge (SOC) of a first battery and an SOC of a second battery. The method also includes determining, by the controller, one of the first battery and the second battery based on an operating region of the plurality of operating regions corresponding to an operating point of the drive motor. The method further includes controlling, by the controller, the power supply and / or the charging using the determined battery.

[0014] In embodiments, determining the plurality of operating regions can include adjusting reference data used to determine the plurality of operating regions based on the SOC of the first battery and the SOC of the second battery.

[0015] In embodiments, the plurality of operating regions can include a higher voltage region and a lower voltage region. Controlling the power supply and / or the charging can include controlling the power supply and / or the charging using a higher voltage battery of the first battery and the second battery when the operating point corresponds to the higher voltage region and / or controlling the power supply and / or the charging using a lower voltage battery of the first battery and the second battery when the operating point corresponds to the lower voltage region.

[0016] In embodiments, adjusting the reference data can include a first adjustment that adjusts the reference data in a lower voltage battery charge directing mode and / or a higher voltage battery discharge directing mode when a first SOC of a lower voltage battery of the first battery and the second battery is less than a second SOC of a higher voltage battery of the first battery and the second battery. Alternatively, adjusting the reference data can include a second adjustment that adjusts the reference data in a lower voltage battery discharge directing mode and / or a higher voltage battery charge directing mode when the first SOC is greater than the second SOC.

[0017] In embodiments, adjusting the reference data can further include maintaining the reference data without any adjustment when the first SOC is equal to the second SOC.

[0018] In embodiments, the first adjustment can include adjusting the reference data to expand a higher voltage discharge region and / or a lower voltage charge region of the plurality of operating regions. The second adjustment can include adjusting the reference data to expand a lower voltage discharge region and / or a higher voltage charge region of the plurality of operating regions.

[0019] In an embodiment, the reference data can include at least one hysteresis of a power-based hysteresis, a torque-based hysteresis, or a revolutions-per-minute-based hysteresis, and adjusting the reference data can include adjusting the at least one hysteresis.

[0020] In an embodiment, the at least one hysteresis can be determined based on a mean value and a standard deviation obtained through learning.

[0021] In an embodiment, adjusting the at least one hysteresis can include adjusting the at least one hysteresis by an adjustment amount determined with respect to the standard deviation.

[0022] In an embodiment, the adjustment amount can be determined based on a difference between the first SOC and the second SOC and the standard deviation.

[0023] In an embodiment, the adjustment amount can be additionally determined based on a test parameter.

[0024] In an embodiment, adjusting the at least one hysteresis can include adjusting the at least one hysteresis by an adjustment amount determined based on a difference between the first SOC and the second SOC and a predetermined upper limit or a predetermined lower limit.

[0025] In an embodiment of the disclosure, an electric vehicle includes a plurality of wheels, a drive motor configured to provide power to the plurality of wheels, and a controller configured to control at least one of a power supply to the drive motor and / or charging of one or more batteries with power generated by the drive motor. The controller includes a memory storing computer-readable instructions and one or more processors configured to execute the computer-readable instructions. The computer-readable instructions, when executed by the one or more processors, cause the controller to determine a plurality of operating regions of the drive motor based on a reference determined using a state of charge (SOC) of a first battery and an SOC of a second battery, determine one of the first battery and the second battery based on an operating region of the plurality of operating regions corresponding to an operating point of the drive motor, and control the power supply and / or the charging by using the determined battery.

[0026] In the electric vehicle of an embodiment, determining the plurality of operating regions can include adjusting reference data used to determine the plurality of operating regions based on the SOC of the first battery and the SOC of the second battery.

[0027] In the electric vehicle of the embodiment, the plurality of operating regions can include a higher voltage region and a lower voltage region. The controlling of the electric power supply and / or charging can include: when the operating point corresponds to the higher voltage region, controlling the electric power supply and / or charging by using a higher voltage battery among the first battery and the second battery; and / or when the operating point corresponds to the lower voltage region, controlling the electric power supply and / or charging by using a lower voltage battery among the first battery and the second battery.

[0028] In the electric vehicle of the embodiment, the adjusting can include a first adjustment that adjusts the reference data in a lower voltage battery charge-oriented mode and / or a higher voltage battery discharge-oriented mode when a first SOC of a lower voltage battery among the first battery and the second battery is less than a second SOC of a higher voltage battery among the first battery and the second battery. Alternatively, the adjusting can include a second adjustment that adjusts the reference data in a lower voltage battery discharge-oriented mode and / or a higher voltage battery charge-oriented mode when the first SOC is greater than the second SOC.

[0029] In the electric vehicle of the embodiment, the adjusting of the reference data can further include: when the first SOC is equal to the second SOC, maintaining the reference data without any adjustment.

[0030] In the electric vehicle of the embodiment, the first adjustment can include adjusting the reference data to expand a higher voltage discharge region and / or a lower voltage charge region in the plurality of operating regions. The second adjustment can include adjusting the reference data to expand a lower voltage discharge region and / or a higher voltage charge region in the plurality of operating regions.

[0031] In the electric vehicle of the embodiment, the reference data can include at least one hysteresis among a power-based hysteresis, a torque-based hysteresis, or a revolutions-per-minute-based hysteresis, and the adjusting of the reference data can include adjusting the at least one hysteresis.

[0032] In the electric vehicle of the embodiment, the at least one hysteresis can be determined based on an average value and a standard deviation obtained through learning. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 A power system of a first mobile body according to an embodiment of the present application is shown.

[0034] Figure 2 A state in which a first mobile body and a second mobile body according to an embodiment of the present application are connected is shown.

[0035] Figure 3 、 Figure 4 and Figure 5 is a flowchart showing a control process according to an embodiment of the present application.

[0036] Figure 6 is a graph showing specifications of the first high voltage battery and the second high voltage battery.

[0037] Figure 7 A plurality of operating regions on a torque-RPM map are shown.

[0038] Figure 8 Equivalent output reference lines, equivalent APS reference lines, and RPM reference lines based on learning data are shown.

[0039] Figure 9 is a flowchart showing a process of acquiring learning data.

[0040] Figures 10 to 12 is a graph showing data obtained in the process of acquiring learning data.

[0041] Figure 13 An example of a hypothetical control simulation according to an embodiment of the present invention is shown.

[0042] Figure 14 Adjustment of reference data according to an embodiment of the present invention is shown.

[0043] Figure 15 Adjustment of reference data according to another embodiment of the present invention is shown.

[0044] Figure 16 is a flowchart showing a hysteresis adjustment process according to an embodiment of the present invention.

[0045] Figure 17 is a flowchart showing a hysteresis adjustment process according to another embodiment of the present invention.

[0046] Figure 18 SOC of the dual battery under a hypothetical driving condition according to an embodiment of the present invention is conceptually shown.

[0047] Figure 19A and Figure 19B An example of outputting hysteresis adjustment on a combination panel according to another embodiment of the present invention is shown. DETAILED DESCRIPTION

[0048] Since the present invention can have various modified embodiments, example embodiments are shown in the accompanying drawings and described in the detailed description of the present invention. However, this does not limit the present invention within a specific embodiment, and it should be understood that the present invention encompasses all modified embodiments, equivalent embodiments, and alternative embodiments within the scope of the idea and technology of the present invention.

[0049] In this specification, the suffixes “module” and “unit” are used only for nominal distinction between components and should not be construed as implying that the components are physically or chemically separated or that they can be separated.

[0050] It should be understood that although the terms “first” and “second” are used herein to describe various elements, these elements should not be limited by these terms. These terms may be used only to distinguish one component from another by name, and their sequential meaning should be understood through the context of the description rather than through the names themselves.

[0051] The term "and / or" is used to include all possible combinations of the listed items. For example, "A and / or B" includes all three cases: "A", "B", and "A and B".

[0052] It should also be understood that when an element is referred to as being "connected to" or "joined" to another element, it may be directly connected to the other element, or there may be an intermediate element present.

[0053] In the following description, technical terms are used only to explain particular embodiments and are not intended to limit the invention. Unless otherwise stated, singular terms may include plural forms. The meaning of “comprising” or “including” specifies attributes, areas, fixed quantities, steps, processes, elements and / or components, but does not exclude other attributes, areas, fixed quantities, steps, processes, elements and / or components.

[0054] Unless otherwise defined in this invention, terms should be interpreted according to their meaning as commonly understood by one of ordinary skill in the art. Terms that are commonly used and have been found in dictionaries should be interpreted as having a meaning consistent with their context in the art. In this specification, terms are not ideally over-interpreted in their formal meaning unless explicitly defined.

[0055] Furthermore, terms such as unit, control unit, control device, or controller are widely used to name devices that control specific functions, rather than general-purpose functional units. Additionally, a device indicated by its name may include a communication device, a computer-readable recording medium, and at least one processor, wherein the communication device communicates with another controller or sensor to control a corresponding function; the computer-readable recording medium stores an operating system, logical instructions, and input / output information; and the at least one processor performs the determinations, decisions, and calculations required for functional control.

[0056] On the other hand, a processor may include semiconductor integrated circuits and / or electronic components that perform at least one or more of comparison, determination, calculation, and decision-making to achieve programmable functions. For example, a processor may be a computer, a microprocessor, a CPU, an ASIC, an electronic circuit (logic circuit), or a combination thereof.

[0057] When the controller, assembly, device, element, component, unit, module, etc. of the present application is described as having a purpose or performing an operation, function, etc., the controller, assembly, device, element, component, unit, or module should be considered as being "configured to" fulfill the purpose or perform the operation or function herein. Each controller, assembly, device, element, component, unit, module, etc. can be implemented alone or include a processor and a memory, such as a non-transitory computer readable medium, as a part of an apparatus.

[0058] Further, the computer readable recording medium (or memory) includes various data storage devices that store computer readable data. For example, the computer readable recording medium can include at least one of a flash memory type, a hard disk type, a micro type, a card type (e.g., a secure digital (SD) card or an eXtream Digital (XD) type memory), and a random access memory (RAM), a static RAM (SRAM), a read only memory (ROM), a programmable ROM (PROM), an electrically programmable ROM (EPROM), a magnetic RAM (MRAM), a magnetic disk, or an optical disk type memory.

[0059] The recording medium can be electrically connected to the processor, and the processor can read data from and write data to the recording medium. The recording medium and the processor can be integrated with or physically separated from each other.

[0060] Hereinafter, the drawings are briefly described, and embodiments of the present application are described in detail with reference to the drawings.

[0061] Figure 1 is a conceptual diagram illustrating a power system of a first mobile body MLT1 (e.g., an electric vehicle) according to an embodiment of the present application. Figure 2 A state in which the first mobile body MLT1 and the second mobile body MLT2 are connected is illustrated.

[0062] Reference Figure 1 and Figure 2 The structure of each of the first mobile body MLT1 and the second mobile body MLT2 according to an embodiment of the present application is described.

[0063] As Figure 1 illustrated, the first mobile body MLT1 according to an embodiment of the present application is, for example, an electric vehicle, and includes a first drive motor M, an inverter IN, a first high-voltage battery MB, an on-board charger OBC, a first DC / DC converter L-DC, a low-voltage battery LB, a low-voltage air conditioner Air-cond and an audio video navigation AVN operating at a low voltage, a second DC / DC converter L / H-DC, a switch SW, and a controller (hereinafter referred to as a first controller).

[0064] The first drive motor M provides driving force to the wheels of the vehicle. For example, the first drive motor M can be an AC motor.

[0065] The inverter IN converts the DC power supplied to the first drive motor M into AC power.

[0066] The first high-voltage battery MB can be fixedly installed to the main body of the first mobile body MLT1, for example, under the floor of the compartment.

[0067] The first high-voltage battery MB can have the main functions of supplying power to the first drive motor M and charging via the on-board charger OBC.

[0068] In addition, the first high-voltage battery MB can be connected to the low-voltage battery LB via a first DC / DC converter L-DC to charge the low-voltage battery LB.

[0069] The first DC / DC converter L-DC can be a low-voltage DC-DC converter LDC to charge the low-voltage battery LB.

[0070] For example, the low-voltage battery LB can be a 12V or 24V battery. The low-voltage battery LB supplies power to electrical devices in the vehicle (such as air conditioning or AVN that operate at low voltage).

[0071] like Figure 1 As shown, although the second high-voltage battery SB is mounted on the second movable body MLT2 and mechanically connected via a connecting mechanism, as further described below, embodiments of the invention are not limited thereto. For example, the second high-voltage battery SB may be detachably mounted and mechanically connected to the first movable body.

[0072] The second high-voltage battery SB can be additionally electrically connected to the vehicle's electrical system, including the first high-voltage battery MB, i.e., electrically connected to the electrical system in a separable wired method (or a permissible wireless method) that does not affect the operation of the electrical system (power supply to the vehicle's electronic components and drive motor).

[0073] Furthermore, although the second high-voltage battery SB may be referred to as a replaceable battery, auxiliary battery, extended battery, second battery, or secondary battery, this is only used to distinguish it from the first high-voltage battery MB. In other words, the various characteristics of the second high-voltage battery SB (e.g., functions, properties, mechanical / electrical / chemical structure based on its relationship with other objects (including the first high-voltage battery MB and the vehicle itself), battery type (including packaging method, type of positive / negative electrode material / separation membrane material), and charging method are not limited by the name of the second high-voltage battery SB.

[0074] The second high voltage battery SB can be connected to the first controller Ctrl 1 of the first mobile body MLT1 or a battery management system (BMS) of the first high voltage battery MB in a wired or wireless manner, which is further described below. Thereby, various sensing information (e.g., voltage, current, temperature, etc.) related to the state of charge (SoC) and the physical / electrical / chemical state of the second high voltage battery SB is transmitted to the first controller Ctrl 1. However, embodiments of the present application are not limited thereto. For example, the above information related to the second high voltage battery SB can be transmitted to the first controller Ctrl 1 through the second controller Ctrl 2 of the second mobile body MLT2, which is further described below.

[0075] In this embodiment, the high voltage battery applied to the first high voltage battery MB and the second high voltage battery SB can include a plurality of battery cells (not shown) that output a voltage of, for example, 2.7 V to 4.2 V. The number of the plurality of battery cells connected in series or in parallel can be set such that the plurality of battery cells form one module. The high voltage battery can be packaged such that one or more battery modules are connected in series or in parallel as one battery to output a voltage of, for example, about 400 V, about 800 V, or several kV.

[0076] Each of the first high voltage battery MB and the second high voltage battery SB can include a battery management system (BMS).

[0077] The BMS can include a battery management unit (BMU), a cell monitoring unit (CMU), and a battery junction box (BJB).

[0078] The BMS performs a cell balancing function that maintains the voltage of each battery cell at a constant level to secure the performance of the entire battery pack, a state of charge (SoC) function that calculates the capacity of the entire battery system, battery cooling, charging, and discharging control.

[0079] The BMU receives information about all battery cells from the CMU and performs the functions of the BMS based on the received information.

[0080] The BMU can include, for example, two micro control units (MCUs), and each MCU can have one CAN communication port. The BMU can further include a CAN interface for communication with a vehicle controller, which is a superior device of the BMS, and a CAN interface for collecting information from the CMU, which is an inferior device of the BMS.

[0081] The CMU can be directly attached to the battery cell to sense voltage, current, and temperature. The CMU can be used only to perform sensing, without performing calculations related to the BMS algorithm. One CMU can be formed by connecting a plurality of battery cells and transmit information of each battery cell to the BMU through a CAN interface.

[0082] The battery junction box (BJB) is a battery pack level sensing mechanism of the BMS and a connection medium between the high voltage battery and the driveline. In order to accurately calculate the SoC, the battery voltage is measured and recorded, as well as the current flowing into and out of the battery. In addition, the BJB can perform an important function in the safety aspect, such as insulation monitoring in addition to overcurrent detection.

[0083] The second high voltage battery SB can be a high voltage battery having a voltage less than that of the first high voltage battery MB. In this case, the second DC / DC converter L / H-DC can be a step-up DC / DC converter. Conversely, the second high voltage battery SB can be a high voltage battery having a voltage greater than that of the first high voltage battery MB. In this case, the second DC / DC converter L / H-DC can be a step-down DC / DC converter. In addition, in this embodiment, the second DC / DC converter L / H-DC can be a bidirectional converter, so that the first high voltage battery MB and the second high voltage battery SB can charge and discharge each other.

[0084] In this embodiment, although the second DC / DC converter L / H-DC is included in the power system as a built-in component of the first mobile body MLT1, embodiments of the present application are not limited thereto. For example, unlike this embodiment, the second DC / DC converter L / H-DC can be provided as a separate component and additionally detachably connected to the power system. In addition, the second DC / DC converter L / H-DC can be built-in or detachably included in the second mobile body MLT2.

[0085] In addition, unlike the present embodiment, the second DC / DC converter L / H-DC can not be included in other embodiments. In this case, charging and discharging between the first high voltage battery MB and the second high voltage battery SB do not occur.

[0086] In this embodiment, in order to be electrically connected to the power system of the second high voltage battery SB, the power system of the first mobile body MLT1 can include a first connector C1 and a second connector C2, and the second high voltage battery SB can include a third connector C3 and a fourth connector C4.

[0087] For example, each of the first connector C1 and the second connector C2 can be an integrated connector, and each of the third connector C3 and the fourth connector C4 can also be an integrated connector.

[0088] The first connector C1 can be connected to the second DC / DC converter L / H-DC, and the second connector C2 can be connected to the switch SW.

[0089] Although not shown, a signal transmission connector can be added to transmit various sensing and state information of the second high-voltage battery SB to the controller.

[0090] The switch SW is fixedly electrically connected to the inverter IN and switches between the first high-voltage battery MB and the second connector C2 to electrically connect the inverter IN and the first high-voltage battery MB and / or to electrically connect the inverter IN and the second high-voltage battery SB.

[0091] In this embodiment, although the first controller Ctrl 1 can be a top-level vehicle controller that controls all electrical devices of the first mobile body MLT1, embodiments of the present application are not limited thereto. In other words, for example, Figure 1 The first controller Ctrl 1 in the

[0092] Further, in this embodiment, as described above, the first controller Ctrl 1 can include a computer-readable recording medium that stores an operating system, logical instructions, and input / output information, and at least one processor that reads the above-mentioned stored system, instructions, and information to perform a decision or calculation required for functional control.

[0093] As shown in Figure 2 , the second high-voltage battery SB in the Figure 1 may be mounted to the second mobile body MLT2.

[0094] The second mobile body MLT2 includes a frame FRM, a second left wheel LW arranged on the left side of the frame FRM, a second right wheel RW arranged on the right side of the frame FRM, a second left drive motor LM that provides a driving force to the second left wheel LW, a second right drive motor RM that provides a driving force to the second right wheel RW, and a second controller Ctrl 2.

[0095] Although the second high-voltage battery SB can be fixedly mounted on the second mobile body MLT2, embodiments of the present application are not limited thereto. In other words, the second high-voltage battery SB can be detachably mounted on the second mobile body MLT2. Thereby, the second high-voltage battery SB mounted to the frame FRM in a fully discharged SoC state can be removed and replaced with a new second high-voltage battery SB in a fully charged SoC state.

[0096] When the second high voltage battery SB is fixedly installed on the second moving body MLT2, the second moving body MLT2 can include a charging connector for charging the second high voltage battery SB.

[0097] The frame FRM forms an outer appearance of the second moving body MLT2 and serves to accommodate other components.

[0098] The frame FRM can include a second pivot mechanism PM2, which is a second connection mechanism. The second pivot mechanism PM2 can be detachably pivotally connected to a first pivot mechanism PM1, which is a first connection mechanism fixed to a main body of the first moving body MLT1.

[0099] For example, the first pivot mechanism PM1 includes an extension rod ER extending rearward from the main body of the first moving body MLT1 and a pivot pin PN protruding upward from an end of the extension rod ER.

[0100] In addition, the second pivot mechanism PM2 includes an extension portion EP having a triangular shape protruding forward from the frame FRM of the second moving body MLT2 and a pivot ring PR arranged at an end of the extension portion EP and into which the pivot pin PN is rotatably inserted.

[0101] The pivot pin PN can perform a restricted linear movement in a state of being inserted into the pivot ring PR and perform a rotation 101 only around Figure 2 Thus, in the pivotally connected state, the second moving body MLT2 can linearly move with the pivot connection point as a center with respect to the first moving body MLT1 and can rotate only around the Z-axis.

[0102] When the second moving body MLT2 travels in the forward direction (i.e., the X-axis direction), each of the first moving body MLT1 and the second moving body MLT2 can maintain a straight line without separate steering control.

[0103] Although the pivot mechanism is included as the first connection mechanism and the second connection mechanism in this embodiment, embodiments of the present application are not limited thereto. For example, the first connection mechanism and the second connection mechanism can be a well-known mechanism that achieves a non-rotational connection around the Z-axis.

[0104] The second left drive motor LM has a rotational shaft connected to the second left wheel LW, whereby the second left drive motor LM provides a driving force to the second left wheel LW.

[0105] In addition, the second right drive motor RM has a rotational shaft connected to the second right wheel RW, whereby the second right drive motor RM provides a driving force to the second right wheel RW.

[0106] Since the second left wheel LW and the second right wheel RW are connected to the second left driving motor LM and the second right driving motor RM, respectively, the second left wheel LW and the second right wheel RW can be independently driven from each other.

[0107] Since each of the second left driving motor LM and the second right driving motor RM can be driven in the forward and backward directions, when driven in the forward direction, the second mobile body MLT2 travels forward, and when driven in the backward direction, the second mobile body MLT2 travels backward.

[0108] For example, although each of the second left driving motor LM and the second right driving motor RM can be implemented as an in-wheel driving system in which each driving motor is installed in each wheel, embodiments of the present application are not limited thereto.

[0109] Further, unlike this embodiment, the second mobile body MLT2 can be driven in such a manner that power of one common motor is distributed to the second left wheel LW and the second right wheel RW, instead of independently driving the left and right wheels. To this end, a differential gear can be included between the common second driving motor and the second left wheel LW and the second right wheel RW. In other words, power of the common second driving motor can be distributed and transmitted to the second left wheel LW and the second right wheel RW by the differential gear. In this case, a torque vectoring unit can be added for torque distribution between the second left wheel LW and the second right wheel RW.

[0110] In Figure 2 , the second controller Ctrl 2 controls the second left driving motor LM and the second right driving motor RM to perform forward travel and backward travel of the second mobile body MLT2. Further, when the second mobile body MLT2 needs to turn, the second controller Ctrl 2 can change the traveling direction of the second mobile body MLT2 by controlling the torque or the rotational speed of each of the second left driving motor LM and the second right driving motor RM. In other words, turning of the second mobile body MLT2 can be performed by independently controlling the driving of the second left driving motor LM and the second right driving motor RM without a separate turning device.

[0111] Further, as described above, each of the first mobile body MLT1 and the second mobile body MLT2 can include a connector for transmitting information between the first mobile body MLT1 and the second mobile body MLT2 and a wired or wireless communication unit. Figure 1

[0112] In this embodiment, each of the first controller Ctrl 1 and / or the second controller Ctrl 2 can include a memory and a processor. The memory stores computer instructions (programs) for performing the functions of the respective controller, and the processor performs the above-described functions by reading and executing the instructions from the memory. ​

[0113] For example, the memory includes at least one of hard disk drive (HDD), solid-state drive (SDD), silicon disk drive (SDD), ROM, RAM, CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0114] In addition, for example, a processor includes at least one of a computer, a microprocessor, a central processing unit (CPU), an ASIC, a circuit, and a logic circuit.

[0115] When the first connector C1 and the second connector C2 of the first mobile body MLT1 and the third connector C3 and the fourth connector C4 of the second mobile body MLT2 are connected, and the connectors for signal transmission are connected, the first mobile body MLT1 and the second mobile body MLT2 (i.e., the first controller Ctrl 1 and the second controller Ctrl 2) can communicate with each other.

[0116] When the first mobile body MLT1 starts to move forward while the second mobile body MLT2 is mechanically and electrically connected, the second controller Ctrl2 controls the second left drive motor LM and the second right drive motor RM to perform forward straight-line movement of the second mobile body MLT2 based on the driving speed signal sent from the first connector C1.

[0117] The speed, gear, steering angle, accelerator pedal sensor (APS) information, and brake pedal sensor (BPS) information of the first moving body MLT1 can be sent to the second moving body MLT2.

[0118] The second controller Ctrl 2 of the second mobile body MLT2 can determine whether the first mobile body MLT1 is in a forward or backward driving state by using some or all of, for example, the speed, gear, APS information, and BPS information of the first mobile body MLT1. However, embodiments of the present invention are not limited thereto. For example, the second controller Ctrl 2 can directly receive information from the first controller Ctrl 1 regarding whether the first mobile body MLT1 is in a forward or backward driving state.

[0119] When the first mobile unit MLT1 moves forward, the second controller Ctrl 2 drives the second left drive motor LM and the second right drive motor RM in the forward direction to execute the forward movement of the second mobile unit MLT2. When the first mobile unit MLT1 moves backward, the second controller Ctrl 2 drives the second left drive motor LM and the second right drive motor RM in the backward direction to execute the backward movement of the second mobile unit MLT2.

[0120] Further, the second controller Ctrl 2 can determine a steering state from the steering angle information of the first mobile body MLT 1, and perform steering of the second mobile body MLT 2 based on the determined steering state.

[0121] The second mobile body MLT 2 can not include a separate steering device (e.g., a steering wheel and a steering rack), and perform steering through torque control of the second left drive motor LM and the second right drive motor RM.

[0122] In other words, the second controller Ctrl 2 can calculate a travel torque for travel and a steering torque for steering of each of the second left drive motor LM and the second right drive motor RM, and use the calculated torques for control.

[0123] For example, the lookup table or the calculation program can include steering torque values of the second left drive motor LM and the second right drive motor RM based on a steering angle of the first mobile body MLT 1 to perform steering of the second mobile body MLT 2.

[0124] During forward straight travel, the second mobile body MLT 2 can be controlled to travel at a speed equal to or less than that of the first mobile body MLT 1. Thereby, the pivotal connection between the first mobile body MLT 1 and the second mobile body MLT 2 can be maintained within a predetermined range of pivotal angles. For example, when the speed of the second mobile body MLT 2 is controlled to be equal to or less than that of the first mobile body MLT 1 during forward straight travel, the pivotal angle of the second mobile body MLT 2 with respect to the first mobile body MLT 1 at the pivotal connection point can be maintained at 0°, which represents an angle at which the first mobile body MLT 1 and the second mobile body MLT 2 are in a straight line.

[0125] During forward straight travel, the second mobile body MLT 2 can be controlled to follow the first mobile body MLT 1, whereby the plurality of mobile bodies can be smoothly connected to travel.

[0126] Figure 3 is a flowchart illustrating a control process according to an embodiment of the present application, which is described in detail below.

[0127] Although, in this embodiment, a control process of the battery is performed under the control of the first controller Ctrl 1, embodiments of the present application are not limited thereto.

[0128] As described above, the first controller Ctrl 1 includes a memory and a processor. The memory stores a computer program for battery use control according to the embodiment, and various data required for the control process as necessary. The processor executes the program stored in the memory, whereby the first controller Ctrl 1 performs battery use control based on the program.

[0129] Reference Figure 3 In step S10, the first controller Ctrl 1 checks specifications and states of the first high voltage battery MB and / or the second high voltage battery SB.

[0130] The specifications can include at least one of a C-rate, a nominal voltage, an efficiency, a maximum current, a system voltage, and a continuous output, and the states of the batteries can include at least one of a state of health (SOH), an SOC, a voltage, and a temperature.

[0131] Figure 6 is a graph showing the specifications of the first high voltage battery MB and the second high voltage battery SB.

[0132] Hereinafter, as Figure 6 shown, although the voltage of the first high voltage battery MB is less than the voltage of the second high voltage battery SB as an example, embodiments of the present application are not limited thereto.

[0133] The first controller Ctrl 1 can determine that the first high voltage battery MB is a lower voltage battery based on the specifications of the first high voltage battery MB and the second high voltage battery SB.

[0134] Thereafter, in step S20, the first controller Ctrl 1 determines reference data (e.g., standard data).

[0135] The reference data is used to divide a plurality of operating regions (e.g., operating intervals) described later, and includes learning data obtained by learning driving habits of a driver.

[0136] When the learning data has not been obtained, or even when the learning data is obtained, the driver chooses not to use the learning data, the system can determine corresponding data, which is described below. In addition, the learning data is described below.

[0137] First, the first controller Ctrl 1 can determine a high efficiency output power of a lower voltage battery (i.e., the first high voltage battery MB) among the first high voltage battery MB and the second high voltage battery SB, an accelerator pedal sensor (APS) conversion value, and a reference revolutions per minute (RPM).

[0138] For example, the memory can store high efficiency output data for each specification battery, the first controller Ctrl 1 can select data matching the specifications of the first high voltage battery MB from among the output data, and determine the high efficiency output power.

[0139] In other words, the first controller Ctrl 1 determines a high efficiency discharge power A and a high efficiency charge power B of a static power range of the first high voltage battery MB.

[0140] Subsequently, the first controller Ctrl 1 can determine the APS conversion values ​​of high-efficiency output power A and high-efficiency output power B. Torque can be determined based on the APS conversion values, and correspondingly, the equivalent APS baseline can be used as the equivalent torque baseline for the corresponding torque.

[0141] For example, the desired APS value determined by the degree to which the driver depresses the accelerator pedal can be converted into the desired output of the first drive motor M by an equation that is pre-set and stored in memory, and the first controller Ctrl1 can convert the high-efficiency output into the APS value by using this equation.

[0142] In addition, the first controller Ctrl 1 can determine the reference RPM K of the RPM baseline described below based on the torque-RPM mapping of the first drive motor M.

[0143] For example, in a torque-RPM mapping diagram, the RPM at the intersection of the maximum torque line Tq,max and the maximum output line Pwr,max of the drive motor M can be determined as the reference RPM K.

[0144] For example, in Figure 7 In the torque-RPM mapping diagram shown, the RPM at the intersection of the maximum torque line Tq = Tq,max and the maximum output line Pwr = Pwr,max can be determined as the reference RPM K.

[0145] In addition, the first controller Ctrl 1 can determine the discharge torque Tdc and charging torque Tc during a constant torque cycle based on the following equation.

[0146] [Equation 1]

[0147] Tdc = A / K

[0148] Tc = B / K

[0149] The baseline data can include high-efficiency output power A and high-efficiency output power B, as well as the baseline RPM K. Additionally, multiple operating regions can be defined using the baseline data.

[0150] like Figure 7 As shown, based on driving conditions (i.e., battery discharge conditions), multiple working regions are divided into a first discharge working region ①, a second discharge working region ②, a third discharge working region ③, and a fourth discharge working region ④ through the equivalent output baseline, the equivalent APS baseline, and the RPM baseline.

[0151] The equivalent output baseline is the equivalent output line on the torque-RPM mapping of the aforementioned high-efficiency output of the first high-voltage battery MB.

[0152] Further, the equivalent APS reference line is an equivalent APS line for converting the APS value according to the high efficiency output.

[0153] Further, the RPM reference line corresponds to the above-mentioned reference RPM line. In this embodiment, the reference RPM is Figure 7 the demarcation of the equivalent torque period and the equivalent output period in the map of

[0154] Referring to Figure 7 , the first discharging operation region ① corresponds to a region lower than the RPM reference line and the equivalent APS "Tq=Tdc" reference line. The second discharging operation region ② corresponds to a region enclosed by the equivalent output "Pwr=A" reference line, the equivalent APS "Tq=Tdc" reference line, and the predetermined maximum discharging torque line ("Tq=Tq,max"). The third discharging operation region ③ is determined as a region exceeding the equivalent output "Pwr=A" reference line. The fourth discharging operation region ④ is determined as a region exceeding the RPM reference line but lower than the equivalent output "Pwr=A" reference line.

[0155] Further, in Figure 7 , the torque region lower than 0 (zero) can correspond to a regenerative braking condition (i.e., a battery charging condition) caused by the first drive motor M, and can be divided into four operation regions in the same manner based on the equivalent output reference line, the equivalent APS reference line, and the RPM reference line. In other words, as Figure 7 shown, for the charging condition, the first charging operation region ①' corresponds to a region lower than the RPM reference line and higher than the equivalent APS "Tq=Tc" reference line. The second charging operation region ②' corresponds to a region enclosed by the equivalent output "Pwr=B" reference line, the equivalent APS "Tq=Tc" reference line, and the predetermined maximum charging torque line ("Tq=-Tq,max"). The third charging operation region ③' is determined as a region lower than the equivalent output "Pwr=B" reference line, and the fourth charging operation region ④' is determined as a region exceeding the RPM reference line and higher than the equivalent output "Pwr=B" reference line.

[0156] In Figure 7 , the division of the operation region of the first drive motor M in the driving condition and the division of the operation region in the regenerative braking condition can be symmetrical to each other based on the RPM axis.

[0157] When the driving mode is the normal mode described below, as in step S31, the first high-voltage battery MB having a lower voltage is used in the first discharge working region 1 and the second discharge working region 2, and the second high-voltage battery SB having a higher voltage is used in the third discharge working region 3 and the fourth discharge working region 4. In other words, in the normal mode, each of the first discharge working region 1 and the second discharge working region 2 corresponds to a lower voltage discharge region, and each of the third discharge working region 3 and the fourth discharge working region 4 corresponds to a higher voltage discharge region.

[0158] In the regenerative braking condition during the normal mode, the first high-voltage battery MB having a lower voltage is used in the first charge working region 1' and the second charge working region 2', and the second high-voltage battery SB having a higher voltage is used in the third charge working region 3' and the fourth charge working region 4'. In other words, in the normal mode, each of the first charge working region 1' and the second charge working region 2' corresponds to a lower voltage charge region, and each of the third charge working region 3' and the fourth charge working region 4' corresponds to a higher voltage charge region.

[0159] Further, when the driving mode is the performance mode, as in steps S41 to S43 described later, the first high-voltage battery MB having a lower voltage is used in the first discharge working region 1 and the fourth discharge working region 4, and the second high-voltage battery SB having a higher voltage is used in the second discharge working region 2 and the third discharge working region 3. In other words, in the performance mode, each of the first discharge working region 1 and the fourth discharge working region 4 corresponds to a lower voltage discharge region, and each of the second discharge working region 2 and the third discharge working region 3 corresponds to a higher voltage discharge region.

[0160] Further, in the regenerative braking condition during the performance mode, the first high-voltage battery MB having a lower voltage is used in the first charge working region 1' and the fourth charge working region 4', and the second high-voltage battery SB having a higher voltage is used in the second charge working region 2' and the third charge working region 3'. In other words, in the performance mode, each of the first charge working region 1' and the fourth charge working region 4' corresponds to a lower voltage charge region, and each of the second charge working region 2' and the third charge working region 3' corresponds to a higher voltage charge region.

[0161] Hereinafter, the learning data is described.

[0162] In step S100, the first controller Ctrl 1 learns the driver's driving habit data for each driving condition using the navigation device, and stores the learned data in the memory.

[0163] Hereinafter, reference is made to Figure 9This is described in detail.

[0164] The first controller Ctrl 1 activates the navigation device at step S101 to determine the driving condition based on the map data at step S102.

[0165] Although the map data can be map data for navigation for an audio video navigation (AVN), for example, embodiments of the present application are not limited thereto.

[0166] The driving condition can be determined, for example, based on a road type indicated by the map data.

[0167] For example, the driving condition can be classified into an urban road section, a mountain up-slope road section, a mountain down-slope road section, an expressway road section, and a national road section based on the map data, and the driving condition can be classified into a discharging condition and a charging condition by regenerative braking.

[0168] In other words, the first controller Ctrl 1 can determine whether the driving condition corresponds to an urban road, a national road, an expressway, or a mountain road driving condition, and whether the driving condition is a discharging condition or a charging condition by regenerative braking.

[0169] The urban road section can include a section defined as an urban road in the map data. The mountain road section can include a section defined as a mountain road in the map data. In addition, the expressway road section and the national road section can include a section defined as an expressway and a section defined as a national road in the map data, respectively.

[0170] Hereinafter, a process of acquiring the driver's driving habit data for each driving condition is described.

[0171] The first controller Ctrl 1 can acquire real-time data on power supplied to the drive motor M (i.e., discharging power data of the battery MB or SB) based on output required by the driver when the host vehicle travels a preset driving distance in each driving condition corresponding to each road type at step S103 to determine an average discharging power during the corresponding driving distance, and repeat the process a preset number of times to thereby acquire average discharging power data.

[0172] Similarly, the first controller Ctrl 1 can acquire (e.g., collect) real-time data on charging power data of the battery MB or SB by power generation of the drive motor M by regenerative braking. This data is collected in each driving condition corresponding to each road type to determine an average charging power during the corresponding driving distance, and the process is repeated a preset number of times to thereby acquire average charging power data.

[0173] Figure 10 An example of acquiring average power through learning for each driving condition is shown, which is described below.

[0174] First, the average discharge power of the discharge power obtained by repeating 2 km driving on an urban road 10 times was 20 kW.

[0175] In addition, the average charge power of the charge power obtained by repeating 2 km driving on an urban road 10 times was 10 kW.

[0176] The average discharge power of the discharge power obtained by repeating 10 times 5 km driving on a national road was 30 kW, and the average charge power of the charge power obtained by repeating 10 times 5 km driving on a national road was 10 kW.

[0177] The average discharge power of the discharge power obtained by repeating 10 times 10 km driving on an expressway was 50 kW, and the average charge power of the charge power obtained by repeating 10 times 10 km driving on an expressway was 20 kW.

[0178] In addition, the average discharge power of the discharge power obtained by repeating 10 times 1 km driving on a mountain road was 40 kW, and the average charge power of the charge power obtained by repeating 10 times 1 km driving on a mountain road was 30 kW.

[0179] In step S103, the first controller Ctrl 1 can obtain average discharge torque data, average charge torque data, average discharge RPM data, and average charge RPM data for each driving condition using the same method.

[0180] In addition, the data can be repeated a predetermined number of times (for example, 10 times).

[0181] Thus, as shown in the example in Figure 11 , average power data, average RPM data, and average torque data for 10 times of repetition of urban road conditions can be obtained for discharge and charge conditions.

[0182] In Figure 11 , the average discharge power data of "city 1" indicates the average discharge power obtained by repeating 2 km driving on an urban road 10 times, and the average discharge power data of "city 2" indicates the average discharge power obtained by repeating 2 km driving on an urban road 10 times on a different urban road from "city 1" or during a driving condition at a different time.

[0183] After that, in step S104, the first controller Ctrl 1 normalizes the data obtained as described above to a normal distribution, and obtains learning data used as reference data based on a predetermined probability.

[0184] In other words, the first controller Ctrl 1 determines the first discharge power and the second discharge power, the first charging power and the second charging power, the first discharge torque and the second discharge torque, the first charging torque and the second charging torque, the first discharge RPM and the second discharge RPM, and the first charging RPM and the second charging RPM based on probabilities set by a standard normal distribution.

[0185] Figure 12 The diagram shows the average data obtained by normalizing the average data for each driving condition, as well as examples of the maximum and minimum values ​​determined by a standard normal distribution based on a 98% probability.

[0186] For example, in Figure 12 In the data, the average discharge learning data for the "city" is 20kW. The maximum value is obtained by adding twice the standard deviation σ to the average value, and the minimum value is obtained by subtracting twice the standard deviation σ from the average value. The first discharge power can be derived from the maximum value, and the second discharge power can be derived from the minimum value.

[0187] Furthermore, when based on a 99% probability, one standard deviation σ can be applied instead of two standard deviations σ.

[0188] Figure 12 The learning data for each driving condition can be used as baseline data, as described below. For reference, although the standard deviation for each driving condition is within a certain range... Figure 12 The same σ is used to represent each standard deviation, but each standard deviation may be different.

[0189] First, when Figure 12 When the learning data of the "city" driving conditions in the text is used as a representative example for description, the first discharge power is "20kW+2σ", the second discharge power is "20kW-2σ", the first discharge RPM is "3000+2σ", the second discharge RPM is "3000-2σ", the first discharge torque is "150+2σ", the second discharge torque is "150-2σ", the first charging power is "-10kW-2σ", the second charging power is "-10kW+2σ", the first charging RPM is "2000+2σ", the second charging RPM is "2000-2σ", the first charging torque is "-100-2σ", and the second charging torque is "-100+2σ".

[0190] Figure 12 The average value can be used as a baseline data for dividing multiple work areas. For example, it can be achieved by using... Figure 12 To determine the average value Figure 7 The various baselines.

[0191] When Figure 12 When describing "urban" driving conditions as an example, inFigure 7 In the discharge state, 20kW corresponds to discharge power A, 3000 corresponds to K, and 150 corresponds to Tdc. In the charging state, -10kW corresponds to charging power B, 2000 corresponds to K, and -100 corresponds to Tc.

[0192] In other words, the working area under discharge and charging conditions can be divided based on the learning data.

[0193] When Figure 12 When the data is applied to the torque-RPM mapping, the working area can be divided for each driving condition.

[0194] Figure 8 An example of dividing work areas based on the learning data described above is shown.

[0195] Figure 8 It shows the various baselines (from Figure 12 The hysteresis interval is defined by a range (e.g., ±2σ) derived from the average value.

[0196] In other words, by using Figure 12 The data, the hysteresis interval is from Figure 8 The first discharge power A1 line "Pwr = A1" and the second discharge power A2 line "Pwr = A2" define the hysteresis intervals, which are defined by "Tq = Tdc1" and "Tq = Tdc2", and by "RPM = Kdc1" and "RPM = Kdc2". Furthermore, for the charging state, the hysteresis intervals are defined by the first charging power B1 line "Pwr = B1" and the second charging power B2 line "Pwr = B2", which are defined by "Tq = Tc1" and "Tq = Tc2", and by "RPM = Kc1" and "RPM = Kc2".

[0197] Refer again Figure 3 The first controller Ctrl 1 executes the control process of step S25, step S30 or step S40 depending on whether the driving mode is normal mode or performance mode, as described below.

[0198] First, the battery operation control in normal mode in step S30 is... Figure 4 As shown in the image.

[0199] In step S31, the first controller Ctrl1 determines the battery to be used in the first high-voltage battery MB and the second high-voltage battery SB based on the drive point (i.e., RPM and power) of the drive motor M.

[0200] As mentioned above, it can be based on, for example Figure 12The learning data shown is used to determine the discharge power A, the charge power B, and the reference RPM K in step S31. Thus, the battery to be used is determined as follows.

[0201] In step S31, when the required power Pdc, rp is greater than the discharge power A, the first controller Ctrl 1 determines that the second high-voltage battery SB is to be used.

[0202] Further, when the RPM is greater than the reference RPM K, the first controller Ctrl 1 determines that the second high-voltage battery SB is to be used.

[0203] Further, when the required power Pdc, rq is less than the discharge power and the RPM is less than the reference RPM RPM K, the first controller Ctrl 1 determines that the first high-voltage battery MB having a lower voltage is to be used.

[0204] Further, when the required regenerative braking power Pc, rq is less than the charge power B, the first controller Ctrl 1 determines that the second high-voltage battery SB having a higher voltage is to be used.

[0205] Further, in the regenerative braking condition, when the RPM is greater than the reference RPM K, the first controller Ctrl 1 determines that the second high-voltage battery SB having a higher voltage is to be used.

[0206] Further, when the required regenerative braking power Pc, rq is greater than the charge power B and the RPM is less than the reference RPM K, the first controller Ctrl 1 determines that the first high-voltage battery MB having a lower voltage is to be used.

[0207] Further, the first controller Ctrl 1 uses the above-described hysteresis interval in determining the transition of the operating region, and determines the battery to be used based on the transition in step S32.

[0208] In other words, in step S32, when the drive mode is the normal mode, the current operating point is located in the first discharge operating region or the second discharge operating region, and the required power is greater than the first discharge power Al or the RPM is greater than the first discharge RPM Kdcl, it is determined that the battery having a higher voltage among the first battery and the second battery is to be used.

[0209] In this case, when the current operating point is located in the third discharge operating region or the fourth discharge operating region, and the required power is less than the second discharge power A2 and the RPM is less than the second discharge RPM Kdc2, it is determined that the battery having a lower voltage among the first battery and the second battery is to be used.

[0210] In this case, when the current operating point is in the first charging operating region or the second charging operating region, and the required power is less than the first charging power B1 or the RPM is greater than the first charging RPM Kc1, the battery having a higher voltage is determined to be the battery to be used.

[0211] Further, in this case, when the current operating point is in the third charging operating region or the fourth charging operating region, and the required power is greater than the second charging power B2 and the RPM is less than the second charging RPM Kc2, the battery having a lower voltage is determined to be the battery to be used.

[0212] Further, when the required power cannot be satisfied with only the determined battery after the higher voltage battery or the lower voltage battery is determined, another battery can be determined to be used together in step S33.

[0213] For example, when it is assumed that the required power Pdrq of the driver is C, the maximum output power P1max of the first high voltage battery MB is D, the maximum output power P2max of the second high voltage battery MB is E, and when it is determined to use the first high voltage battery MB after the determination, it is determined that the maximum output power P1max is less than C which is the required power Pdrq of the driver, the second high voltage battery SB is used to compensate for the insufficient portion C-D. In this case, when it is determined to use the second high voltage battery SB after the determination, it is determined that the maximum output power P2max of the second high voltage battery SB is less than C which is the required power Pdrq of the driver, the first high voltage battery MB is used to compensate for the insufficient portion C-E.

[0214] Hereinafter, with reference to Figure 5 The battery operation control in the performance mode in step S40 is described.

[0215] In step S41, when the RPM is equal to or less than the reference RPM K (Yes in step S41), the torque control mode in step S42 is executed, and when the RPM is greater than the reference RPM K (No in step S41), the power control mode in step S43 is executed.

[0216] In step S42, when the required torque is greater than the discharge torque Tdc, the first controller Ctrl 1 determines to use the second high voltage battery SB having a higher voltage, and when the required torque is less than the discharge torque Tdc, the first controller Ctrl 1 determines to use the first high voltage battery MB having a lower voltage.

[0217] Further, when the regenerative braking required torque is less than the charging torque Tc, the first controller Ctrl 1 determines to use the second high voltage battery SB having a higher voltage, and when the regenerative braking required torque is greater than the charging torque Tc, the first controller Ctrl 1 determines to use the first high voltage battery MB having a lower voltage.

[0218] On the other hand, in step S43, when the required power Pdc,rq is greater than the discharge power A, the first controller Ctrl 1 determines to use the second high-voltage battery SB having a higher voltage, and when the required power Pdc,rq is less than the discharge power A, the first controller Ctrl 1 determines to use the first high-voltage battery MB having a lower voltage.

[0219] Further, when the regenerative braking required power Pc,rq is less than the charge power B, the first controller Ctrl 1 determines to use the second high-voltage battery SB having a higher voltage, and when the regenerative braking required power Pc,rq is greater than the charge power B, the first controller Ctrl 1 determines to use the first high-voltage battery MB having a lower voltage.

[0220] Further, even in the performance mode, the first controller Ctrl 1 uses the above-described hysteresis range when determining the transition of the operating region, and determines the battery to be used based on the transition in step S44.

[0221] In other words, in step S44, when the current operating point is in the first discharge operating region or the fourth discharge operating region, and the required power of the operating point is greater than the first discharge power Al or the required torque is greater than the first discharge torque Tdcl, the battery having a higher voltage is determined to be the battery to be used.

[0222] In this case, when the current operating point is in the second discharge operating region or the third discharge operating region, and the required power is less than the second discharge power A2 and the required torque is less than the second discharge torque Tdc2, the battery having a lower voltage is determined to be the battery to be used.

[0223] Further, in this case, when the current operating point is in the first charge operating region or the fourth charge operating region, and the required power is less than the first charge power Bl or the required torque is less than the first charge torque Tcl, the battery having a higher voltage is determined to be the battery to be used.

[0224] In this case, when the current operating point is in the second charge operating region or the third charge operating region, and the required power is greater than the second charge power B2 and the required torque is greater than the second charge torque Tc2, the battery having a lower voltage is determined to be the battery to be used.

[0225] Even in the performance mode, when, after determining the higher-voltage battery or the lower-voltage battery, it is possible that the determined battery alone cannot satisfy the required power, another battery can be determined to be used together in step S45. In this embodiment, since step S45 is the same as the above-described step S33, the detailed description is omitted.

[0226] On the other hand, in this embodiment, the normal mode, which is a low-power mode, can include at least one of a normal mode, a comfort mode, an economy mode, and an intelligent mode, and the performance mode, which is a high-torque mode, can include at least one of a sport mode and a track mode.

[0227] For example, the normal mode, which is a normal driving mode, can maintain a balance between performance and fuel efficiency of the vehicle.

[0228] For example, the comfort mode can be set to enable the driver to feel comfortable in acceleration, braking, and driving.

[0229] For example, the economy mode can optimize fuel efficiency of the vehicle. In the economy mode, energy consumption can be relatively reduced due to a decrease in acceleration and an increase in transmission gear ratio. The economy mode can also include a control to automatically turn off the air conditioner to reduce power usage.

[0230] For example, the sport mode can maximize performance of the vehicle. In the sport mode, the vehicle can accelerate quickly due to an increase in output of the first drive motor M and a decrease in transmission gear ratio. In addition, the sport mode can include a control to enhance steering assist force and enhance a suspension system, and thus, faster driving can be achieved.

[0231] The track mode can be designed for driving on a dedicated race track, such as a track mode supported in a Tesla vehicle. In the track mode, settings of stability control, traction control, regenerative braking, and a cooling system can be changed to improve performance and handling.

[0232] The driving mode can be selected by the driver.

[0233] In other words, the first controller Ctrl 1 can verify whether the driver selects one of a plurality of driving modes.

[0234] For example, the driver's selection of the driving mode can be achieved through the driver's input via an AVN screen or via an input unit (e.g., a button, a joystick, or a dial) disposed in the first mobile body MLT1.

[0235] Figure 13 A hypothetical example of driving simulation according to an embodiment of the present application is shown, which is described in detail below.

[0236] First, Figure 13 RPM, torque, and power of the first drive motor M based on driving time are shown.

[0237] Referring to Figure 13, the first mobile body MLT1 travels from the first travel section SEC1 to the seventh travel section SEC7. The first travel section SEC1 indicates a low-torque driving condition on an urban road, and the second travel section SEC2 indicates a low-power driving condition on an urban road.

[0238] In Figure 13 , the third travel section SEC3 indicates a high-torque driving condition as uphill travel on a mountain road, and the fourth travel section SEC4 indicates a high-power driving condition as expressway driving.

[0239] Further, the fifth travel section SEC5 indicates a high-torque regenerative braking condition on a mountain road, and the sixth travel section SEC6 indicates a medium-power driving condition during uphill travel on a national road.

[0240] Finally, the seventh travel section SEC7 indicates a low-torque driving condition on an urban road.

[0241] Since the battery is determined based on the learning data of each of the driver A and the driver B for the above-described driving conditions, the driving results can differ from each other.

[0242] In other words, as Figure 13 shown, since the battery operation strategy is determined based on different learning data, even for the same travel route, the output power distribution of the driver A and the driver B during driving can differ.

[0243] In an embodiment of the present application, the reference data that divides the working regions is determined based on learning or a system setting, which is a non-learning method.

[0244] Hereinafter, adjustment of the reference data is described.

[0245] The adjustment includes a first adjustment of adjusting the reference data in a mode of lower-voltage battery charge guidance and / or higher-voltage battery discharge guidance, and a second adjustment of adjusting the reference data in a mode of lower-voltage battery discharge guidance and / or higher-voltage battery charge guidance.

[0246] The first adjustment can be performed when the SOC of the battery having a lower voltage (hereinafter referred to as "first SOC") among the first battery MB and the second battery SB is less than the SOC of the battery having a higher voltage (hereinafter referred to as "second SOC").

[0247] Further, the second adjustment can be performed when the first SOC is greater than the second SOC.

[0248] On the other hand, when the first SOC is the same as the second SOC, the reference data can be maintained without any adjustment.

[0249] The first adjustment may include adjusting the reference data to expand the higher voltage discharge region and / or the lower voltage charging region, and the second adjustment may include adjusting the reference data to expand the lower voltage discharge region and / or the higher voltage charging region among multiple operating regions.

[0250] In this implementation scheme, it is possible to Figure 3 In step S20, adjustments are performed simultaneously while determining the baseline data. For example... Figure 16 and Figure 17 As shown, adjustments can be made differently depending on the determination result of step S21, which determines whether the hysteresis data is based on a learning or non-learning setpoint.

[0251] first, Figure 16 Step S22 shows the reference Figure 14 Examples of learning-based scenarios are described.

[0252] Figure 14 It shows Figure 8 The concept of adjusting the baseline data in the process.

[0253] refer to Figure 14 As described above, the discharge power reference hysteresis is determined by the first discharge power A1 line "Pwr = A1" and the second discharge power A2 line "Pwr = A2". The discharge torque reference hysteresis is defined by the equivalent torque lines "Tq = Tdc1" and "Tq = Tdc2", and the discharge RPM reference hysteresis is defined by the equivalent RPM lines "RPM = Kdc1" and "RPM = Kdc2". The charging power reference hysteresis is determined by the first charging power B1 line "Pwr = B1" and the second charging power B2 line "Pwr = B2". The charging torque reference hysteresis is defined by the equivalent torque lines "Tq = Tc1" and "Tq = Tc2", and the charging RPM reference hysteresis is defined by the equivalent RPM lines "RPM = Kc1" and "RPM = Kc2".

[0254] Furthermore, the first adjustment includes a first discharge power adjustment Pdc,A, a first discharge torque adjustment Tdc,A, a first discharge RPM adjustment Rdc,A, a first charging power adjustment Rc,A, a first charging torque adjustment Tc,A, and a first charging RPM adjustment Rc,A. The second adjustment includes a second discharge power adjustment Pdc,B, a second discharge torque adjustment Tdc,B, a second discharge RPM adjustment Rdc,B, a second charging power adjustment Pc,B, a second charging torque adjustment Tc,B, and a second charging RPM adjustment Rc,B.

[0255] In this implementation scheme, the first adjustment can be determined by the following equation 2, and the second adjustment can be determined by the following equation 3.

[0256] [Equation 2]

[0257] A1 = Aavg + 2σ → A1' = Aavg + 2σ - T x k x σ

[0258] A2 = Aavg - 2σ → A2' = Aavg - 2σ - T x k x σ

[0259] Tdc1 = Tdc,avg + 2σ → Tdc1' = Tdc,avg + 2σ - T x k x σ

[0260] Tdc2 = Tdc,avg - 2σ → Tdc2' = Tdc,avg - 2σ - T x k x σ

[0261] Kdc1 = Kdc,avg + 2σ → Kdc1' = Kdc,avg + 2σ - T x k x σ

[0262] Kdc2 = Kdc,avg - 2σ → Kdc2' = Kdc,avg - 2σ - T x k x σ

[0263] B1 = Bavg - 2σ → B1' = Bavg - 2σ - T x k x σ

[0264] B2 = Bavg + 2σ → B2' = Bavg + 2σ - T x k x σ

[0265] Tc1 = Tc,avg - 2σ → Tc1' = Tc,avg - 2σ - T x k x σ

[0266] Tc2 = Tc,avg + 2σ → Tc2' = Tc,avg + 2σ - T x k x σ

[0267] Kc1 = Kc,avg + 2σ → Kc1' = Kc,avg + 2σ + T x k x σ

[0268] Kc2 = Kc,avg - 2σ → Kc2' = Kc,avg - 2σ + T x k x σ

[0269] [Equation 3]

[0270] A1 = Aavg + 2σ → A1' = Aavg + 2σ + T x k x σ

[0271] A2 = Aavg - 2σ → A2' = Aavg - 2σ + T x k x σ

[0272] Tdc1 = Tdc,avg + 2σ → Tdc1' = Tdc,avg + 2σ + T x k x σ

[0273] Tdc2 = Tdc,avg - 2σ → Tdc2' = Tdc,avg - 2σ + T x k x σ

[0274] Kdcl = KdC,avg + 2σ → Kdcl' = KdC,avg + 2σ + T x k x σ

[0275] Kdcl = KdC,avg + 2σ → Kdcl' = KdC,avg + 2σ + T x k x σ

[0276] B2 = Bavg + 2σ → B2' = Bavg + 2σ + T x k x σ

[0277] B2 = Bavg + 2σ → B2' = Bavg + 2σ + T x k x σ

[0278] Tcl = Tc,avg - 2σ → Tcl' = Tc,avg - 2σ + T x k x σ

[0279] Tc2 = Tc,avg + 2σ → Tc2' = Tc,avg + 2σ + T x k x σ

[0280] Kcl = Kc,avg + 2σ → Kcl' = Kc,avg + 2σ - T x k x σ

[0281] Kc2 = Kc,avg - 2σ → Kc2' = Kc,avg - 2σ - T x k x σ

[0282] T is determined by Equation 4 below, where k is a test parameter.

[0283] [Equation 4]

[0284] T = |(SOC of higher voltage battery - SOC of lower voltage battery)| / ΔSOCmax

[0285] In other words, T is determined based on a difference between a current SOC of a battery having a higher voltage and a current SOC of a battery having a lower voltage among the first battery MB and the second battery SB.

[0286] ΔSOCmax indicates a possible difference between the first battery MB and the second battery SB, which can be predetermined by a set value. For example, since a theoretically possible difference between two SOCs is 100%, the difference can be set to 100. However, considering actual conditions, the difference can be set to a value less than 100.

[0287] T is used as a parameter indicating SOC conditions of the higher voltage battery and the lower voltage battery. As shown in Equation 2 and Equation 3, an adjustment amount of the hysteresis adjustment in this embodiment is determined by using the T parameter and the k parameter with respect to the standard deviation σ.

[0288] In the first adjustment, the discharge reference hysteresis is adjusted to be offset in a direction in which the first discharge operating region ① is reduced by T x k x σ, and the charge reference hysteresis is also adjusted to be offset in a direction in which the first charge operating region ①' is expanded by a value of T x k x σ.

[0289] Further, in the second adjustment, the discharge reference hysteresis is adjusted to be offset in a direction in which the first discharge operating region ① is expanded by T x k x σ, and the charge reference hysteresis is also adjusted to be offset in a direction in which the first charge operating region ①' is reduced by a value of T x k x σ.

[0290] On the other hand, the test parameter k can be determined by performing a test drive based on the above adjustment, and then verifying whether the SOC difference between the first battery MB and the second battery SB is significantly reduced. In other words, the k can be determined by performing a plurality of test drives with the k changed, and then selecting the minimum difference between the SOCs of the two batteries in the test drives.

[0291] When the hysteresis is not based on learning in step S21 of Figure 16 , step S23 of Figure 17 is performed, which is described in detail below.

[0292] In this case, the hysteresis as the reference data is determined by default by the system, rather than based on learning.

[0293] For example, the hysteresis can be determined by applying ±α to each of the reference discharge power A, the reference discharge torque Tdc, the reference discharge RPM Kdc (although the reference RPMs for the discharge condition and the charge condition are expressed as the same K in Figure 7 ), the reference charge power B, the reference charge torque Tc, and the reference charge RPM Kc.

[0294] For example, the equivalent power lines "Pwr = Ac1" and "Pwr = Ac2" can be determined by applying a first set value α1 to the power A. The equivalent torque lines "Tq = Tdc,c1" and "Tq = Tdc,c2" can be determined by applying a second set value α2 to the torque Tdc. The equivalent RPM lines "RPM = Kdc,c1" and "RPM = Kdc,c2" can be determined by applying a third set value α3 to the RPM Kdc. The equivalent power lines "Pwr = Bc1" and "Pwr = Bc2" can be determined by applying a fourth set value α4 to the power B. The equivalent torque lines "Tq = Tc,c1" and "Tq = Tc,c2" can be determined by applying a fifth set value α5 to the torque Tc. The equivalent RPM lines "RPM = Kc,c1" and "RPM = Kc,c2" can be determined by applying a sixth set value α6 to the RPM Kc.

[0295] In Figure 15 , the discharge power reference hysteresis is determined by a first discharge power Ac1 line "Pwr=Ac1" and a second discharge power Ac2 line "Pwr=Ac2". The discharge torque reference hysteresis is determined by equivalent torque lines "Tq=Tdc,c1" and "Tq=Tdc,c2". The discharge RPM reference hysteresis is determined by equivalent RPM lines "RPM=Kdc,c1" and "RPM=Kdc,c2". The charge power reference hysteresis is determined by a first charge power Bc1 line "Pwr=Bc1" and a second charge power Bc2 line "Pwr=Bc2". The charge torque reference hysteresis is determined by equivalent torque lines "Tq=Tc,c1" and "Tq=Tc,c2". The charge RPM reference hysteresis is determined by equivalent RPM lines "RPM=Kc,c1" and "RPM=Kc,c2".

[0296] In Figure 17 , the first discharge power adjustment Pdc,A, the first discharge torque adjustment Tdc,A, the first discharge RPM adjustment Rdc,A, the first charge power adjustment Pc,A, the first charge torque adjustment Tc,A, and the first charge RPM adjustment Rc,A in the adjustment of step S23 can be determined by the following Equation 5.

[0297] [Equation 5]

[0298] Ac1=A+α1→Ac1'=A+α1-T×|Ac1-g1|

[0299] Ac2=A-α1→Ac2'=A-α1-T×|Ac2-g1|

[0300] Tdc,c1=Tdc+α2→Tdc,c1'=Tdc+α2-T×|Tdc,c1-g2|

[0301] Tdc,c2=Tdc-α2→Tdc,c2'=Tdc-α2-T×|Tdc,c2-g2|

[0302] Kdc,c1=Kdc+α3→Kdc,c1'=Kdc+α3-T×|Kdc,c1-g3|

[0303] Kdc,c2=Kdc-α3→Kdc,c2'=Kdc-α3-T×|Kdc,c2-g3|

[0304] Bc1=B-α4→Bc1'=B-α4-T×|H1-Bc1|

[0305] Bc2=B+α4→Bc2'=B+α4-T×|H1-Bc2|

[0306] Tc,c1 = Tc - a5→ Tc,c1' = Tc - a5 - T x |H2 - Tc,c1|

[0307] Tc,c2 = Tc + a5→ Tc,c2' = Tc + a5 - T x |H2 - Tc,c2|

[0308] Kc,c1 = Kc + a6→ Kc,c1' = Kc + a6 + T x |H3 - Kc,c1|

[0309] Kc,c2 = Kc - a6→ Kc,c2' = Kc - a6 + T x |H3 - Kc,c2|

[0310] Furthermore, in the adjustment of step S23 of the second embodiment, Figure 17 the second discharge power adjustment Pdc,B, the second discharge torque adjustment Tdc,B, the second discharge RPM adjustment Rdc,B, the second charge power adjustment Pc,B, the second charge torque adjustment Tc,B, and the second charge RPM adjustment Rc,B can be determined by the following Equation 6.

[0311] [Equation 6]

[0312] Ac1 = A + a1→ Ac1' = A + a1 + T x |G1 - Ac1|

[0313] Ac2 = A - a1→ Ac2' = A - a1 + T x |G1 - Ac2|

[0314] Tdc,c1 = Tdc + a2→ Tdc,c1' = Tdc + a2 + T x |G2 - Tdc,c1|

[0315] Tdc,c2 = Tdc - a2→ Tdc,c2' = Tdc - a2 + T x |G2 - Tdc,c2|

[0316] Kdc,c1 = Kdc + a3→ Kdc,c1' = Kdc + a3 + T x |G3 - Kdc,c1|

[0317] Kdc,c2 = Kdc - a3→ Kdc,c2' = Kdc - a3 + T x |G3 - Kdc,c2|

[0318] Bc1 = B - a4→ Bc1' = B - a4 + T x |Bc1 - h1|

[0319] Bc2 = B + a4→ Bc2' = B + a4 + T x |Bc2 - h1|

[0320] Tc,c1 = Tc - a5→ Tc,c1' = Tc - a5 + T x |Tc,c1 - h2|

[0321] Tc,c2 = Tc + a5 → Tc,c2' = Tc + a5 + T x |Tc,c2 - h2|

[0322] Kc,c1 = Kc + a6 → Kc,c1' = Kc + a6 - T x |Kc,c1 - h3|

[0323] Kc,c2 = Kc - a6 → Kc,c2' = Kc - a6 - T x |Kc,c2 - h3|

[0324] G1 represents a set upper limit of the discharge power, g1 represents a set lower limit of the discharge power, G2 represents a set upper limit of the discharge torque, g2 represents a set lower limit of the discharge torque, G3 represents a set upper limit of the discharge RPM, g3 represents a set lower limit of the discharge RPM, H1 represents a set upper limit of the charge power, h1 represents a set lower limit of the charge power, H2 represents a set upper limit of the charge torque, h2 represents a set lower limit of the charge torque, H3 represents a set upper limit of the charge RPM, and h3 represents a set lower limit of the charge RPM, which can be determined as set values.

[0325] For example, G1 and g1 can be the maximum power and the minimum power of the drive motor M, respectively.

[0326] Similarly, when the hysteresis is adjusted as an offset, the offset does not exceed the upper limit or the lower limit, taking into account the absolute value of the difference between the upper limit or the lower limit and the reference before adjustment.

[0327] For example, when adjusting the equivalent power line "Pwr = Ac1", the adjustment amount of the offset is determined by multiplying T as the SOC parameter by the absolute value of the difference between the power Ac1 and g1, so that even when T is the maximum value 1, the adjustment does not exceed the set lower limit of the discharge power.

[0328] Figure 18 The SOC of the higher voltage battery and the lower voltage battery in the case where the adjustment of the reference data is performed and the case where it is not performed are conceptually shown in the hypothetical condition of driving at a speed of 110 kph on a highway section.

[0329] As Figure 18 shown, when the adjustment of the reference data is not performed, only the higher voltage battery is used in the high output condition. Accordingly, although the SOC of the higher voltage battery is significantly reduced after the end of driving, the lower voltage battery is not used to maintain its SOC.

[0330] On the other hand, when the adjustment of the reference data is performed, the lower voltage discharge region is adjusted to be expanded, and the lower voltage battery is used. Accordingly, after the end of driving, the SOCs of the two batteries become relatively similar.

[0331] This adjustment of the reference data can be displayed on a combination panel in the vehicle, as shown in Figure 19A and Figure 19B .

[0332] Figure 19A It is shown that when the adjustment is not performed in the situation as shown in Figure 18 , the higher voltage region and the lower voltage region do not change, and the battery usage indicator Ind based on the operating point of the driving motor M is located in the higher voltage region.

[0333] Figure 19B It is shown that when the adjustment is performed in the situation as shown in Figure 18 , the lower voltage region changes, and accordingly, the battery usage indicator Ind based on the operating point of the driving motor M is located in the lower voltage region. Figure 19B The lower voltage region in the graph can continuously change during driving, and accordingly, the indicator Ind can alternately be located in the higher voltage region and the lower voltage region.

[0334] According to the embodiment of the present application, a high-efficiency operation strategy of a dual battery dividing regions into a plurality of operating regions based on the operating point of the driving motor can be obtained.

[0335] Further, according to the embodiment of the present application, a difference between the SOCs of the dual batteries can be reduced, and accordingly, the SOC of each of the dual batteries can be enhanced.

[0336] Further, according to the embodiment of the present application, the use of the two batteries can be distinguished by variably controlling the usage switching reference of the dual batteries based on the driving characteristics of the driver, the vehicle condition, and the state of the battery.

[0337] Further, according to the embodiment of the present application, since the second high-voltage battery can be added to or separated from the power system of the electric vehicle as needed in addition to the first high-voltage battery pre-installed on the electric vehicle, the driving distance can be extended.

Claims

1. A method for controlling one or more batteries of an electric vehicle, the electric vehicle including a plurality of wheels, a drive motor, and a controller, the drive motor being configured to power the plurality of wheels, the controller being configured to at least control either the power supply to the drive motor or the charging of one or more batteries using the power generated by the drive motor, the method comprising: Based on a reference determined by the state of charge of the first battery and the state of charge of the second battery, the controller determines multiple operating areas of the drive motor. Based on the working area corresponding to the working point of the drive motor among multiple working areas, the controller determines one of the first battery and the second battery. By using the identified battery, the controller controls at least one of the power supply or charging.

2. The method according to claim 1, wherein, Determining multiple working areas includes adjusting the baseline data used to determine the multiple working areas based on the state of charge of the first battery and the state of charge of the second battery.

3. The method according to claim 2, wherein, The multiple working regions include a higher voltage region and a lower voltage region; Among them, at least one of the following includes controlling the power supply or charging: When the operating point corresponds to a higher voltage region, power supply or charging is controlled by using the higher voltage battery in the first and second batteries; or When the operating point corresponds to a lower voltage region, the power supply or charging is controlled by using the lower voltage battery in the first and second batteries.

4. The method according to claim 2, wherein, Adjusting the baseline data includes: The first adjustment is as follows: when the first state of charge of the lower-voltage battery in the first and second batteries is less than the second state of charge of the higher-voltage battery in the first and second batteries, the reference data is adjusted in either the lower-voltage battery charging-oriented mode or the higher-voltage battery discharging-oriented mode; or The second adjustment is as follows: when the first battery level is greater than the second battery level, the reference data is adjusted in either the lower voltage battery discharge guidance mode or the higher voltage battery charging guidance mode.

5. The method according to claim 4, wherein, Adjusting the baseline data further includes: when the first battery state is equal to the second battery state, maintaining the baseline data without making any adjustments.

6. The method according to claim 4, wherein, The first adjustment includes: adjusting the reference data to expand the higher voltage discharge region or the lower voltage charging region among multiple operating regions; The second adjustment includes: adjusting the reference data to expand the lower voltage discharge region or the higher voltage charging region among multiple operating regions.

7. The method according to claim 6, wherein, The reference data includes at least one of power-based hysteresis, torque-based hysteresis, or revolutions per minute-based hysteresis. Adjusting the baseline data includes adjusting at least one hysteresis.

8. The method according to claim 7, wherein, At least one hysteresis is determined based on the mean and standard deviation obtained through learning.

9. The method according to claim 8, wherein, Adjusting at least one hysteresis includes adjusting at least one hysteresis by adjusting the amount determined for the standard deviation.

10. The method according to claim 9, wherein, The adjustment amount is determined based on the difference between the first and second battery states and the standard deviation.

11. The method according to claim 10, wherein, The adjustment amount is determined additionally based on the test parameters.

12. The method according to claim 7, wherein, Adjusting at least one hysteresis includes adjusting at least one hysteresis by adjusting an amount determined based on the difference between a first power state and a second power state and a predetermined upper or lower limit.

13. An electric vehicle, comprising: Multiple wheels; A drive motor configured to power multiple wheels; as well as A controller configured to control at least one of the power supply to a drive motor or the charging of one or more batteries using the power generated by the drive motor; The controller includes a memory and one or more processors, the memory storing computer-readable instructions, and the one or more processors configured to execute the computer-readable instructions; Wherein, the computer-readable instructions, when executed by one or more processors, cause the controller to: Multiple operating regions of the drive motor are determined based on a reference determined using the state of charge of the first battery and the state of charge of the second battery. The first battery and the second battery are determined based on the working area corresponding to the working point of the drive motor among multiple working areas. Controlling at least one of the power supply or charging by using a determined battery.

14. The electric vehicle according to claim 13, wherein, Determining multiple working areas includes adjusting the baseline data used to determine the multiple working areas based on the state of charge of the first battery and the state of charge of the second battery.

15. The electric vehicle according to claim 14, wherein, The multiple working regions include a higher voltage region and a lower voltage region; Among them, at least one of the following includes controlling the power supply or charging: When the operating point corresponds to a higher voltage region, power supply or charging is controlled by using the higher voltage battery in the first and second batteries; or When the operating point corresponds to a lower voltage region, the power supply or charging is controlled by using the lower voltage battery in the first and second batteries.

16. The electric vehicle according to claim 14, wherein, The adjustments include: The first adjustment is as follows: when the first state of charge of the lower-voltage battery in the first and second batteries is less than the second state of charge of the higher-voltage battery in the first and second batteries, the reference data is adjusted in either the lower-voltage battery charging-oriented mode or the higher-voltage battery discharging-oriented mode; or The second adjustment is as follows: when the first battery level is greater than the second battery level, the reference data is adjusted in either the lower voltage battery discharge guidance mode or the higher voltage battery charging guidance mode.

17. The electric vehicle according to claim 16, wherein, Adjusting the baseline data further includes: when the first battery state is equal to the second battery state, maintaining the baseline data without making any adjustments.

18. The electric vehicle according to claim 16, wherein, The first adjustment includes: adjusting the reference data to expand the higher voltage discharge region or the lower voltage charging region among multiple operating regions; The second adjustment includes: adjusting the reference data to expand the lower voltage discharge region or the higher voltage charging region among multiple operating regions.

19. The electric vehicle according to claim 18, wherein, The reference data includes at least one of power-based hysteresis, torque-based hysteresis, or revolutions per minute-based hysteresis. Adjusting the baseline data includes adjusting at least one hysteresis.

20. The electric vehicle according to claim 19, wherein, At least one hysteresis is determined based on the mean and standard deviation obtained through learning.

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