Battery charging and discharging operation method in dual battery system and system thereof

Abstract

The invention relates to a battery charging and discharging operation method in a dual battery system and a system thereof. Battery management in a dual battery system may be accomplished by methods of battery charge and discharge operation and systems thereof. According to the method, under the condition that an uphill road section and a downhill road section exist on a driving route to a destination in navigation information, the estimated charging amount possibly obtained from the downhill road section through regenerative braking can be calculated / determined; determining whether to travel uphill using only the main high-voltage battery based on the estimated charge amount; when driving uphill using only a main high-voltage battery, a charging path obtained through regenerative braking from a downhill road section is set to transfer only to the main high-voltage battery, thereby reducing system loss that may be caused by charging / discharging of a sub-high-voltage battery.

Description

Technical Field

[0001] This application relates to battery management in a dual-battery system, and more specifically, to a battery charging / discharging operation method and system in a dual-battery system based on uphill and downhill road sections in navigation information. Background Technology

[0002] Usually, such as Figure 1 As shown, the electrical system of an electric vehicle (EV) and / or a plug-in hybrid electric vehicle (PHEV) may include a motor system 14, a main high-voltage battery 11, a high-voltage junction box (HV J / BOX) 12, and a battery management control unit 13 (e.g., a computing device and / or a controller). The motor system 14 includes a motor 14a configured to generate driving force and an inverter 14b configured to drive the motor 14a. The main high-voltage battery 11 serves as a power source for the motor 14a. The high-voltage junction box (HV J / BOX) 12 is configured to distribute and supply a high voltage from the main high-voltage battery 11. The battery management control unit 13 is configured to control the voltage distribution process of the HV J / BOX 12 and manage the state of the main high-voltage battery 11.

[0003] The power control unit 15 (e.g., a computing device and / or a controller) can be configured to provide overall control of the motor drive electrical system configured as described above.

[0004] The motor-driven electrical system configured as described above is a typical configuration for current second-generation electric vehicles.

[0005] The aforementioned second-generation electric vehicles refer to those capable of traveling over 400 kilometers (km) on a single full charge of the main high-voltage battery 11, an improvement over the first-generation electric vehicles which had a range of approximately 200 kilometers on a single charge. However, this improved battery performance / range may still not fully meet consumer demand.

[0006] A dual-battery system can further improve battery performance and driving range. Figure 2 This illustrates a dual-battery system in which, as shown in... Figure 1 Add a secondary high-voltage battery 17 to the power system.

[0007] The main high-voltage battery 11 and the auxiliary high-voltage battery 17 may differ in capacity and / or capability (e.g., performance). For example, the main high-voltage battery 11 may have a first capability (e.g., 123 kWh (697 volts)), while the auxiliary high-voltage battery 17 may have a second capability less than the first capability (e.g., 30 kWh (174 volts)). For example, the second capability may be a portion of the first capability (e.g., approximately 20% to 25%). However, the examples are not limited to this.

[0008] A converter (e.g., such as a high-voltage matching unit 16, or a high-voltage DC-DC converter (HDC)) can be configured. Figure 2 (As shown), to match the voltage of the main high-voltage battery 11 and the voltage of the auxiliary high-voltage battery 17.

[0009] The power control unit 19 (e.g., a controller and / or computing device) can be configured to... Figure 2 The electrical system configured as shown is controlled as a whole. The battery management control unit 18 (e.g., a battery management controller and / or a computing device) can be configured to manage the state of the main high-voltage battery 11 and the auxiliary high-voltage battery 17. The power control unit 19 and the battery management control unit 18 can be implemented using the same computing device or separate computing devices.

[0010] The secondary high-voltage battery 17 can be configured to charge the main high-voltage battery 11 and / or perform the function of driving the motor 14a as an auxiliary power source.

[0011] Although the dual-battery system described herein aims to improve driving range through the main high-voltage battery 11 and the auxiliary high-voltage battery 17, existing battery control methods (e.g., those used for...) Figure 1 The battery control method for a single-battery system shown may not be applicable to vehicles with dual-battery systems.

[0012] For example, such as Figure 3 As shown, according to the existing battery control method, on uphill sections, the main high-voltage battery 11 and the auxiliary high-voltage battery 17 can be discharged evenly, while on downhill sections (e.g., charging sections based on regenerative braking), the main high-voltage battery 11 and the auxiliary high-voltage battery 17 can be charged evenly, with the aim of keeping the state of charge (SOC) values ​​of the main high-voltage battery 11 and the auxiliary high-voltage battery 17 consistent.

[0013] However, if the charging and discharging process of the secondary high-voltage battery 17 is performed frequently, the loss of the high-voltage matching unit 16 may increase. Summary of the Invention

[0014] The following description of the invention presents a brief summary of certain features. This summary is not a comprehensive overview and is not intended to identify key or important elements.

[0015] This application describes systems, apparatus, and methods for charging and / or discharging batteries in a dual-battery system. A method that can be performed by a dual-battery system of a vehicle includes: receiving one or more pieces of information from a vehicle's navigation system, indicating a driving route and road conditions, geographical information of the driving route, or environmental information of the driving route; detecting uphill and downhill sections in the driving route; determining an estimated energy consumption of the vehicle's motor on the uphill section; determining an estimated regenerative energy from regenerative braking of the vehicle on the downhill section; selecting at least one battery, either the vehicle's main battery or a vehicle's auxiliary battery, for use when the vehicle is traveling on the uphill and downhill sections based on the estimated energy consumption and the estimated regenerative energy; and controlling the charging or discharging of the selected at least one battery during the vehicle's travel on the uphill and downhill sections.

[0016] A system for a vehicle may include: an electric motor system including a motor and circuitry configured to receive electrical power to drive the motor; a main battery configured to selectively supply power to the electric motor system; a secondary battery configured to selectively supply power to the electric motor system; a navigation system configured to provide one or more pieces of information indicating a driving route and road conditions, geographic information, or environmental information of the driving route; a power controller configured to control the charging and discharging paths of the main battery and the secondary battery based on control signals; and a battery management controller. The battery management controller may be configured to acquire information from the navigation system, information from the main battery, and information from the secondary battery, and to provide the control signals to the power controller. The battery management controller may be configured to: detect uphill and downhill sections in the driving route; determine an estimated energy consumption of the motor on the detected uphill sections; determine an estimated regenerative energy from regenerative braking of the vehicle on the downhill sections; select at least one battery of the main battery or the secondary battery for vehicle use on the uphill and downhill sections based on the estimated energy consumption and the estimated regenerative energy; and control the charging or discharging of the selected at least one battery during vehicle use on the uphill and downhill sections.

[0017] A vehicle may include: an electric motor; circuitry configured to receive electrical power to drive the electric motor; a main battery configured to selectively supply power to the electric motor; a secondary battery configured to selectively supply power to the electric motor; a navigation system configured to acquire a driving route of the vehicle; a power controller configured to control the charging or discharging of the main battery or the secondary battery; and a battery management controller. The battery management controller may be configured to: receive a driving route from the navigation system; determine, based on uphill and downhill sections detected in the driving route: an estimated energy consumption for the uphill sections and an estimated regenerative energy for the downhill sections; select either the main battery or the secondary battery based on the estimated energy consumption and the estimated regenerative energy; and send a control signal to the power controller, the control signal being configured to control the charging and discharging of the selected battery during vehicle travel on the uphill and downhill sections.

[0018] These, along with other features and advantages, will be described in more detail below. Attached Figure Description

[0019] Figure 1 This is a block diagram illustrating an example of the electrical system of a typical electric vehicle.

[0020] Figure 2 This is a block diagram illustrating an exemplary configuration of a dual-battery system equipped with a secondary high-voltage battery, according to an example.

[0021] Figure 3 This is a schematic diagram illustrating an example of battery charging and discharging paths for a typical vehicle with a dual-battery system on uphill and downhill sections of road.

[0022] Figure 4 This is a block diagram illustrating an example of a battery charging and discharging operating system in a dual-battery system, based on an example.

[0023] Figure 5 It shows Figure 4 The diagram shows a block diagram of the battery management system (or "battery management control unit" in this document).

[0024] Figure 6 and Figure 7 yes Figure 5 The weight table shown is used in the battery management system (or battery management control unit).

[0025] Figure 8 It shows the result of Figure 5 The diagram shows an example of a battery usage pattern generated by the battery management system (or battery management control unit).

[0026] Figure 9 This is a block diagram illustrating another example of a dual-battery system with a battery charging and discharging operating system, based on the example.

[0027] Figures 10 to 12 This is a flowchart illustrating the operation of a battery charging and discharging operating system based on an example.

[0028] Figure 13 It shows the corresponding Figure 3 The example shown is a schematic diagram illustrating an example of a battery charging and discharging path for a vehicle with a battery charging and discharging operating system on uphill and downhill sections.

[0029] Figure 14 This is a flowchart illustrating the process of calculating and estimating energy.

[0030] Figure 15This is a schematic diagram illustrating an example of a battery charging and discharging operating system applied to a dual-battery system under road and downhill conditions, based on an example. Detailed Implementation

[0031] In the following description, examples of this application will be provided with reference to the accompanying drawings. These examples should not be construed as limiting to this application, but should be understood to include all modified, equivalent, and alternative embodiments within the spirit and technical scope of this application.

[0032] The terms “module,” “unit,” and / or “device / section” used to refer to elements are interchangeable for ease of interpretation and specification, and therefore these terms do not necessarily have different meanings or functions. The terms “module,” “unit,” and / or “device / section” do not necessarily need to be physically separate or different devices (e.g., they can be implemented / realized in the same and / or separate devices).

[0033] Although this document may use terms including ordinal numbers such as "first" and "second" to describe various elements, the elements are not limited by these terms. These terms are only used to distinguish one element from another.

[0034] The term “and / or” is used to include any combination of the multiple items defined thereunder. For example, “A and / or B” can include three cases such as “A”, “B”, and “A and B”. For the purposes of this application and claims, the exemplary phrases “at least one: A; B; or C” or “at least one of A, B, or C” are used, which means “at least one A, or at least one B, or at least one C, or any combination of at least one A, at least one B, and at least one C”. Furthermore, exemplary phrases such as “A, B, and C”, “A, B, or C”, “at least one of A, B, and C”, and “at least one of A, B, or C”, when used herein, can represent each enumerated item or all possible combinations of enumerated items. For example, “at least one of A or B” can refer to (1) at least one A; (2) at least one B; or (3) at least one A and at least one B. “One or more” can be used interchangeably with “at least one”.

[0035] The term "approximately" and its grammatical equivalents used herein in relation to a reference value may include the reference value itself as well as a range of values ​​fluctuating up or down by 10% from the reference value. For example, the term "approximately 10" includes 10 as well as any value from 9 (inclusive) to 11 (inclusive). In some cases, the term "approximately" in relation to a reference value may also include a range of values ​​fluctuating up or down by 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, or 1% from the reference value. In some embodiments, "approximately" in connection with a value or range measured by a particular method indicates a given value, including values ​​determined by the variability of the method.

[0036] When a component is described as "connected" or "attached" to another component, the component may be directly connected to or attached to the other component. However, it should be understood that another component may be present in between. Conversely, when a component is described as "directly connected" or "directly attached" to another component, it should be understood that no other component is present in between.

[0037] Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well. It should be further understood that the terms “comprising / including” and / or “including / containing” as used herein indicate the presence of the stated feature, value, step, operation, element, and / or component, but do not preclude the presence or addition of one or more other features, values, steps, operations, elements, components, and / or combinations thereof.

[0038] Unless otherwise defined, all terms used herein, including technical and scientific terms, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. Such terms, as defined in commonly used dictionaries, shall be interpreted as having the same meaning as in the relevant technical field and in the context of this application, and shall not be interpreted as having an idealized or overly formal meaning unless expressly defined herein.

[0039] Furthermore, the terms "unit," "control unit," "control device," or "controller" are merely common terms used to name elements that control specific functions and do not imply a general-purpose functional unit. For example, each controller may include a communication device, a memory, and one or more processors. The communication device communicates with another controller or sensor to control the functions assigned to the controller or sensor. The memory stores an operating system (OS), logic instructions, input / output information, etc., and the one or more processors perform the determination, calculation, operation, decision-making, etc., required to control the functions assigned to the controller or sensor.

[0040] Furthermore, or additionally, throughout this application, references to components, units, or modules generally refer to items that can be logically combined to perform a function or a set of related functions. The same reference numerals are generally intended to refer to the same or similar components. Components, units, and modules can be implemented in software, hardware, or a combination of software and hardware. The aforementioned components, units, modules, and / or functions can be implemented and / or performed by one or more processors. For example, components, units, and / or modules may include processors, microprocessors, graphics processing units, logic circuits, application-specific circuits, application-specific integrated circuits, programmable array logic, field-programmable gate arrays, controllers, microcontrollers, and / or other suitable hardware. Components, units, and / or modules may also include, for example, software control modules implemented by processors or logic circuits. Components, units, and / or modules may include or additionally include memories capable of accessing one or more non-transitory computer-readable storage media, such as random access memory, read-only memory, electrically erasable programmable read-only memory, erasable programmable read-only memory, flash memory / other storage devices, data registers, databases, and / or other suitable hardware. One or more storage media may include any or all tangible memory of a computer, processor, or related modules, such as various semiconductor memories, tape drives, disk drives, etc., that can provide non-transitory storage for software programming at any time.

[0041] Additionally, the processor may include a semiconductor integrated circuit and / or electronic device that performs at least one or more comparison, determination, calculation, and decision-making functions to achieve programmed functionality. The processor may be any one or a combination of, for example, a computer, microprocessor, central processing unit (CPU), application-specific integrated circuit (ASIC), electronic circuit, and logic circuit.

[0042] Furthermore, computer-readable recording media (or simply memory) include all types of storage devices that store data readable by a computer system. Storage devices may include at least one type, such as flash memory, hard disk, micromemory, card-type memory (e.g., Security Digital (SD) card or Ultimate Digital (XD) card), random access memory (RAM), static RAM (SRAM), read-only memory (ROM), programmable ROM (PROM), electrically erasable PROM (EEPROM), magnetic RAM (MRAM), magnetic disk, or optical disk.

[0043] The recording medium can be electrically connected to the processor, and the processor can load and record data from the recording medium. The recording medium and the processor can be integrated or physically separate.

[0044] Depending on the context, the expression "configured as" as used herein can have meanings such as "set as," "possessing the ability to," "modified as," "manufactured as," or "capable of." This expression is not limited to the meaning of "specifically designed for hardware." For example, a processor configured to perform a specific operation can refer to a general-purpose processor capable of performing that specific operation by executing software, or to a dedicated computer programmed to perform that specific operation.

[0045] In the following description, a battery charging and discharging operation method and system according to an example of a dual-battery system based on the present application will be described with reference to the accompanying drawings.

[0046] Figure 4 This is a block diagram illustrating an example of a battery charging and discharging operating system in a dual-battery system, based on an example. Figure 5 It shows Figure 4 The diagram shows a block diagram of the battery management system (or "battery management control unit" in this document). Figure 6 and Figure 7 It shows Figure 5 An exemplary weight table used in the battery management system shown (e.g., battery management control unit 100). Figure 8 It shows the result of Figure 5 The diagram shows an example of a battery usage pattern generated by the battery management system (or battery management control unit).

[0047] like Figure 4 As shown, the battery charging and discharging operating system associated with a dual-battery system according to an example of this application may include a motor system 14 (e.g., including a motor 14a configured to generate driving force and an inverter 14b configured to drive the motor 14a), a main high-voltage battery 11 (e.g., used as a power source for the motor 14a), a high-voltage junction box (HV J / BOX) 12 (e.g., configured to distribute and / or supply high voltage from the autonomous high-voltage battery 11 to the motor system and / or auxiliary systems (not shown)), a dedicated cooling system 11A for the main high-voltage battery (e.g., configured to maintain a constant temperature of the main high-voltage battery 11 based on an input control signal), a secondary high-voltage battery 17 (e.g., configured as a power source separate from the main high-voltage battery 11), a converter such as a high-voltage matching unit 16 (e.g., a high-voltage DC-DC converter (HDC) configured to match the voltage of the main high-voltage battery 11 and the secondary high-voltage battery 17), and / or a battery management control unit 100 (e.g., configured to control the HV J / BOX). 12 (voltage distribution process and / or management of the state of the main high-voltage battery 11 and the state of the auxiliary high-voltage battery 17).

[0048] The main high-voltage battery 11 and the auxiliary high-voltage battery 17 may differ in capacity and / or capability (e.g., performance).

[0049] For example, the main high-voltage battery 11 may have a first capability (e.g., 123 kWh (697 volts)) and the auxiliary high-voltage battery 17 may have a second capability (e.g., 30 kWh (174 volts)). The second capability may be less than the first capability (e.g., approximately 20% to 25% of the first capability). However, the examples are not limited to this and are only provided for the purpose of discussion.

[0050] The battery management control unit 100 can receive information about the driving route (e.g., the route to the destination) from a navigation system (e.g., from a global positioning device (GPS) or other vehicle-related navigation / location awareness device). If conditions are met and the main high-voltage battery 11 is used (e.g., only the main high-voltage battery 11 is used), the battery management control unit 100 can control the dedicated cooling system 11A for the main high-voltage battery to maintain a constant temperature of the main high-voltage battery 11 (e.g., keep the temperature within an acceptable range).

[0051] The power control unit 19 (e.g., a controller and / or computing device) can be configured to provide overall control of the vehicle's electrical systems (e.g., electrical systems configured as described herein).

[0052] Reference Figure 5The battery management control unit 100 of the battery charging and / or discharging operating system in the dual-battery system configured as described herein may include: a main battery state detection module 110 (e.g., configured to receive state detection signals such as operating state, operating temperature, and / or state of charge (SOC) generated by the main high-voltage battery 11 at a given (e.g., current) point in time); a secondary battery state detection module 120 (e.g., configured to receive state detection signals such as operating state, operating temperature, and / or SOC generated by the secondary high-voltage battery 17 at a given (e.g., current) point in time); and a navigation information acquisition module 130. (For example, configured to combine navigation system to obtain, for example, geographical information including uphill and downhill sections of the driving route, road conditions such as road congestion at the entrance road of the uphill section, and / or weather information); battery status comparison and identification module 140 (e.g., configured to compare the battery status received by the main battery status detection module 110 and / or the battery status received by the secondary battery status detection module 120); regenerative braking-based estimated charge calculation module 150 (e.g., configured to estimate the amount of charge generated on a downhill section based on information obtained by the navigation information acquisition module 130). The battery charging / discharging path setting module 160 (e.g., configured to set the charging / discharging path of the main high-voltage battery 11 and / or the auxiliary high-voltage battery 17 on uphill sections based on information obtained by the battery state comparison identification module 140, the estimated charging amount calculation module 150 based on regenerative braking, and / or the navigation information acquisition module 130); and the power control unit communication module 180 (e.g., configured to transmit the setting data of the charging / discharging path of the main high-voltage battery 11 and / or the auxiliary high-voltage battery 17 set by the battery charging / discharging path setting module 160 to the power control unit). Unit 19); Cooling system operation control module 170 (e.g., configured to control the main high voltage battery dedicated cooling system 11A based on corresponding setting data when the battery charging / discharging path setting module 160 sets the charging / discharging path to use only the main high voltage battery 11); and / or regenerative braking-based charge amount calculation deep learning module 190 (e.g., configured to compare the regenerative braking-based estimated charge amount estimated by the regenerative braking-based estimated charge amount calculation module 150 with the future actual charge amount, and improve the estimation output efficiency of the regenerative braking-based estimated charge amount calculation module 150).

[0053] Each of the above modules can be implemented by a memory storing one or more instructions and / or programs for performing the corresponding function, and a processor for executing the program. The respective memories of these modules can be integrated into one or more memories, and the respective processors can also be integrated into one or more processors.

[0054] The battery management control unit 100 may further include one or more sensors configured to provide various information disclosed herein, and / or be able to communicate with said one or more sensors. For example, the main battery state detection module 110 may include one or more first sensors (e.g., an operating state monitor / sensor configured to monitor / detect the operating state of the main high-voltage battery 11, a thermometer configured to detect the operating temperature of the main high-voltage battery 11, and / or a SOC sensor (e.g., a voltmeter, ammeter, etc.) configured to detect the SOC of the main high-voltage battery 11) configured to detect the SOC of the main high-voltage battery 11, and / or be configured to communicate with said one or more first sensors. The secondary battery status detection module 120 may include one or more second sensors (e.g., an operating status monitor configured to monitor the operating status of the secondary high-voltage battery 17, a thermometer configured to detect the operating temperature of the secondary high-voltage battery 17, and / or a SOC sensor (e.g., a voltmeter, ammeter, etc.) configured to detect the SOC of the secondary high-voltage battery 17) configured to detect the SOC of the secondary high-voltage battery 17, and / or may be configured to communicate with the one or more second sensors. The navigation information acquisition module 130 may include one or more sensors (e.g., a GPS device and / or other map / location awareness devices configured to acquire / determine and / or provide geographic information and / or road conditions about the driving route), and / or other sensors configured to provide geographic / terrain information about the driving route (e.g., a camera / accelerometer / torque sensor configured to acquire / detect uphill / downhill sections of the road and / or road conditions, etc.), and / or may communicate with the sensors.

[0055] In the battery charging and discharging operating system of the dual-battery system according to the example of this application, one or more weighting variables can be used to calculate the estimated charge by the regenerative braking-based estimated charge calculation module 150. The weighting variables can be based on road congestion information and / or weather information (e.g., such as...) for uphill or downhill sections. Figure 6 and Figure 7 (As shown in the example table). For example... Figure 6 Exemplary weights for “factors” corresponding to the degree of traffic congestion are shown (e.g., quantified by the average speed range relative to a legal speed limit such as 60 km / h). Figure 7Exemplary weights are shown as “factors” corresponding to severe weather types—these factors can be further differentiated based on the amount / severity of a given severe weather event (e.g., light rain or light snow versus heavy rain or heavy snow, measured by their respective time / amount), and / or other factors can be assigned to other weather factors (e.g., temperature, fog, hail, icing, wind, etc.). The total energy required for uphill sections and the amount of regenerative braking energy available for downhill sections can be estimated based on these weighted variables.

[0056] Based on this estimation, the battery management control unit 100 can select a mode from primary mode "10" (e.g., using only the primary high-voltage battery 11), secondary mode "01" (e.g., using only the secondary high-voltage battery 17), and dual mode "11" (e.g., using both the primary high-voltage battery 11 and the secondary high-voltage battery 17 simultaneously). The binary symbols "10", "01", and "11" are merely examples, and other signals can be used to represent these modes. Figure 8 As shown, this selection can be made via / by the battery charging / discharging path setting module 160. The battery management control unit 100 can transmit the result of this selection to the power control unit 19.

[0057] Based on the foregoing description, the battery charging and discharging operating system according to the examples of this application can also be applied to, for example... Figure 9 Another type of dual-battery system is shown. Figure 9 The system and Figure 2 The difference in the system is that the secondary high-voltage battery 17 is connected to the inverter 14b independently of the main high-voltage battery 11, and therefore does not include a separate high-voltage matching unit 16.

[0058] In the following text, reference will be made to Figures 10 to 12 The flowchart shown details the operation of the battery management control unit 100. For convenience, Figures 10 to 12 The steps are described using examples, where they are executed by processor circuitry. Figures 10 to 12 One, some, or all of the steps, or a portion thereof, of the exemplary method may be performed by one or more other circuits. Figures 10 to 12 One or more steps of the exemplary method may be omitted, performed in a different order, and / or modified in other ways, and / or one or more additional steps may be added.

[0059] The battery status (e.g., operating status, temperature, and / or SOC) can be determined (e.g., through the main battery status detection module 110 and the secondary battery status detection module 120) (S101).

[0060] The battery state comparison and identification module 140 can determine whether the main high-voltage battery 11 and the auxiliary high-voltage battery 17 are both within the normal power state range (e.g., the normal power state range of SOC 30 to SOC 70, or other preset acceptable SOC range) (S102).

[0061] If it is determined that the SOC of the main high-voltage battery 11 and the auxiliary high-voltage battery 17 is within the normal charge state range (S102 is yes), it can be determined whether the current operating temperature of the main high-voltage battery 11 and the current operating temperature of the auxiliary high-voltage battery 17 are both within the normal operating temperature range (e.g., the normal operating temperature range of 10°C to 50°C, or other acceptable ranges for normal operation of the corresponding batteries) (S103).

[0062] If it is determined that the temperatures of the main high-voltage battery 11 and the auxiliary high-voltage battery 17 are within the normal operating temperature range (S103 is yes), information indicating the vehicle's location and / or the driving route to the destination can be obtained (e.g., obtained through the navigation information acquisition module 130) (S104).

[0063] Based on the acquired information (e.g., navigation information), it can be determined whether uphill and downhill sections exist on the driving route. For example, uphill and / or downhill sections can be identified on the driving route based on elevation / terrain information in the navigation information. In addition, or alternatively, it can be determined whether it is planned / expected to enter an uphill section (S105).

[0064] If it is determined that the planned / expected entry into an uphill section is confirmed (S105 is yes), then the status of the entire system can be determined (S106). The entire system may refer to the electrical system excluding the main high-voltage battery 11 and the auxiliary high-voltage battery 17, for example, it may be / include the main high-voltage battery dedicated cooling system 11A.

[0065] It can be determined whether the entire system is in a normal state (S107). If it is determined that the entire system is not in a normal state (S107 is no), then the dual-battery system (e.g., Figure 2 , Figure 4 , Figure 9 The dual-battery system in the system can be configured / controlled (e.g., by the battery management control unit 100) to operate in a general dual-mode (e.g., using the main high-voltage battery 11 and the auxiliary high-voltage battery 17 simultaneously) (S108).

[0066] If it is determined that the entire system is in a normal state (S107 is yes), then information about the driving route can be determined (e.g., based on navigation information), including indications of uphill and / or downhill sections on the driving route (e.g., the number and / or quantity / length / gradient of uphill and / or downhill sections) (S109). The driving route information may also include road congestion information and / or weather information.

[0067] Based on the information about the driving route, weights can be applied / used accordingly (e.g., such as...). Figure 6 and Figure 7 (as shown), to determine / calculate the energy required for the uphill section and / or the renewable energy available for the downhill section (S200). The calculation / determination of the estimated energy will be described in detail later (e.g., refer to...). Figure 14 ).

[0068] The battery charging / discharging path setting module 160 can, based on estimated energy, select from dual-mode, primary mode, and secondary mode (e.g., ...). Figure 8 Choose one (S110) as shown.

[0069] If it is determined that the operating mode selected in step S110 is dual-mode (S111 is yes), then the dual-battery system (e.g., Figure 2 , Figure 4 , Figure 9 The dual-battery system in the system can be configured / controlled (e.g., by the battery management control unit 100) to operate in general dual mode (S108); Figure 10 ).

[0070] If it is determined that the operating mode is not dual-mode (S111 is No), but the selected operating mode is secondary mode (S112 is Yes), then the dual-battery system (e.g., Figure 2 , Figure 4 , Figure 9 The dual-battery system in the system can be configured / controlled (e.g., by the battery management control unit 100) to stop charging and discharging the main high-voltage battery 11 and to use only the secondary high-voltage battery 17 for driving (S113). This process can then return to determining the battery state detection signal (S101), and proceed according to the above... Figure 10 The discussion continued.

[0071] If it is determined that the operating mode selected in step S110 is the main mode (S111 is No; S112 is No), then the dual-battery system (e.g., Figure 2 , Figure 4 , Figure 9The dual-battery system in the system can be configured / controlled (e.g., by the battery management control unit 100) to stop charging and discharging the secondary high-voltage battery 17 (S114) and to activate the dedicated cooling system 11A for the main high-voltage battery (S115).

[0072] Therefore, as Figure 13 As shown, a vehicle with a dual-battery system can travel uphill using only the main high-voltage battery 11, and downhill using energy obtained through regenerative braking to charge only the main high-voltage battery 11 (S116). The vehicle's position, altitude, acceleration, etc., can be monitored to determine whether the downhill section has ended (S117). If it is determined / detected that the downhill section has not ended (S117 is no), the main high-voltage battery 11 can continue to be charged using energy obtained through regenerative braking (S116).

[0073] If it is determined that the downhill section has ended (S117 is yes), the total regenerative energy acquired by regenerative braking on the downhill section can be detected / determined (S118), and then the total regenerative energy is stored in the database (e.g., for updating / correcting records in the database) (S119).

[0074] Through the above process, we hope to solve the following problem. Figure 4 The problem shown is the increased loss of the high-voltage matching unit 16 in the vehicle with a dual-battery system due to the repeated charging and discharging of the secondary high-voltage battery 17.

[0075] Furthermore, it is expected that the battery charging and discharging operation method of the dual-battery system according to the example of this application can be applied to... Figure 9 The vehicle shown has a dual-battery system (e.g., where the secondary high-voltage battery directly powers the inverter 14b, and the high-voltage matching unit 16 is omitted).

[0076] To improve the efficiency of the battery charging and discharging operation method and system of the dual-battery system according to the example of this application, this paper provides a deep learning module 190 for calculating charging quantity based on regenerative braking.

[0077] Therefore, refer to Figure 14 and Figure 15 Describe the process of step S200 in detail.

[0078] Figure 14 This is a flowchart illustrating the process of calculating and estimating energy. Figure 15 This is a schematic diagram illustrating an example of the battery charging and discharging operating system of a dual-battery system under road and downhill conditions, based on an example. For convenience, Figure 14 The steps are described using examples, where they are executed by processor circuitry. Figure 14One, some, or all of the steps of the exemplary method, or a portion thereof, may be performed by one or more other circuits. Figure 14 One or more steps of the exemplary method may be omitted, performed in a different order, and / or modified in other ways, and / or one or more additional steps may be added.

[0079] The energy required for uphill sections can be calculated based on the altitude information of the navigation system (S201).

[0080] The total estimated charge that can be regenerated on the downhill section (e.g., or regenerated energy) can be calculated (S202). The estimated energy based on the estimated charge can be determined. For example, the estimated energy can be determined / calculated based on "(kinetic energy - physical driving resistance of the vehicle) × road congestion weight × road weather condition weight × updated learning correction value".

[0081] It can be determined whether the regenerated energy meets a first threshold (e.g., whether it is greater than a first reference value) (S203). If it is determined that the regenerated energy meets the first threshold (e.g., greater than the first reference value) (S203 is yes), it can be further determined whether the regenerated energy meets a second threshold (e.g., whether it is less than the consumed energy, which is the amount of energy consumed for uphill driving as described in S201 and / or based on the amount of energy consumed for uphill driving as described in S201) (S204). If it is determined that the regenerated energy does not meet the first threshold (S203 is no; e.g., less than or equal to the first reference value) and / or meets the second threshold (S204 is yes; e.g., less than the consumed energy), then dual-mode can be recommended / configured / implemented (S110).

[0082] If it is determined that the regenerated energy does not meet the second threshold (e.g., not less than the consumed energy) (S204 is no), then the main mode can be recommended / configured / implemented (S110).

[0083] If it is determined that the regenerated energy does not meet the second threshold (e.g., not less than the consumed energy), the updated database can be loaded as described in the descriptions of S118 and S119.

[0084] The second reference value (e.g., the same value as the first reference value or any other reference value), the actual value, and the estimated value can be compared (S206). If the value obtained by "(energy of actual charge - second reference value)" is greater than the second reference value, a first learning correction value can be stored in response to the deviation being greater than a threshold (S207).

[0085] If the value obtained in step S206 by “(estimated value - energy of actual charge)” is greater than the reference value, a second learning correction value can be stored in response to the deviation being greater than the threshold (S208).

[0086] Subsequently, in step S209, the average value of the deviation can be determined / calculated based on a predetermined number of iterations. The value obtained by dividing the first learning correction value by the second learning correction value can be stored (S209).

[0087] Figure 15 An example of applying the energy determined as described herein to a real road is shown. In road segment 2, due to the road conditions shown in the figure, the estimated energy for regenerative charging may be reduced. In this case, a dual-mode approach can be used instead of applying the battery charging and discharging operation method of the dual-battery system according to the example of this application.

[0088] Therefore, the battery charging and discharging operation method of the dual-battery system according to the example of this application can be applied only to road segment 1.

[0089] According to an example of the dual-battery system of this application, the battery charging and discharging operation method and system can: when there are uphill and downhill sections on the driving route to the destination in the navigation information, calculate the estimated charge amount obtained by regenerative braking on the downhill section; determine whether to use only the main high-voltage battery for uphill driving based on the estimated charge amount; when using only the main high-voltage battery for uphill driving, set the charging path obtained by regenerative braking on the downhill section to be transmitted only to the main high-voltage battery, thereby reducing system losses that may be caused by the charging / discharging of the secondary high-voltage battery.

[0090] According to at least one example of this application, a battery charging and discharging operation method is provided in a dual-battery system. The dual-battery system includes a navigation system, a motor system, and a main battery and a secondary battery. The navigation system is configured to provide road conditions, geographic information, and environmental information for a driving route. The motor system is configured to drive a motor. The main battery and the secondary battery are respectively configured to selectively supply power to the motor system. The battery charging and discharging operation method includes: determining uphill and downhill sections on a driving route to a destination set by the navigation system; determining the estimated energy consumption of the uphill sections and the regenerative energy of the downhill sections; and selecting the main battery and / or the secondary battery as the battery for driving on the uphill and downhill sections.

[0091] Determining uphill and downhill sections can include: obtaining elevation information along the driving route; and determining uphill or downhill sections based on the elevation information.

[0092] Determining uphill and downhill sections can further include obtaining road and weather conditions for the driving route through a navigation system.

[0093] Determining uphill and downhill sections may further include obtaining road and weather conditions for uphill sections and for downhill sections.

[0094] Determining the estimated energy consumption may include: determining energy consumption based on altitude information and road and weather conditions on uphill sections; and determining regenerated energy based on altitude information and road and weather conditions on downhill sections.

[0095] Selecting a main battery and / or a secondary battery can include: a dedicated mode that selects one of the main or secondary batteries based on consumed and regenerated energy, or a hybrid mode that selects both the main and secondary batteries.

[0096] The battery charging and discharging operation method may further include: in response to selecting a dedicated mode that uses only the main battery, using only the main battery to supply a portion of the consumed energy corresponding to the regenerative energy; and performing regenerative braking charging that charges only the main battery based on the regenerative energy in the downhill section.

[0097] The battery charging and discharging operation method may further include: in response to selecting a dedicated mode that uses only the main battery, driving a cooling system for cooling the main battery to maintain a constant temperature of the main battery.

[0098] The battery charging and discharging operation method may further include: comparing the magnitude of the regenerative energy with the amount of energy charged through regenerative braking charging; and increasing the output efficiency of determining the regenerative energy in response to the amount of energy charged through regenerative braking charging being less than the regenerative energy.

[0099] Improving output efficiency can include using deep learning to enhance output efficiency.

[0100] According to at least one example of this application, a battery charging and discharging operating system for a dual-battery system is provided, comprising: a motor system configured to drive a motor; a main battery configured to selectively supply power to the motor system; a secondary battery configured to selectively supply power to the motor system; a navigation system configured to provide road conditions, geographic information, and environmental information for a driving route; a power control unit configured to form charging and discharging paths for the main battery and the secondary battery in response to a control signal; and a battery management control unit configured to acquire information from the navigation system, information from the main battery, and information from the secondary battery, and to provide the control signal to the power control unit, wherein the battery management control unit is configured to: determine uphill and downhill sections on a driving route to a destination set by the navigation system, determine the estimated energy consumption of the detected uphill sections and the regenerative energy of the downhill sections, and select the main battery and / or the secondary battery as the battery for driving on the uphill and downhill sections.

[0101] The battery management control unit can be configured to: acquire altitude information on the driving route; and determine uphill or downhill sections based on the altitude information.

[0102] The battery management control unit can be configured to obtain road conditions and weather conditions for the driving route through the navigation system.

[0103] The battery management control unit can be configured to acquire road conditions and weather conditions for uphill sections, and to acquire road conditions and weather conditions for downhill sections.

[0104] The battery management control unit can be configured to: determine energy consumption based on altitude information and road and weather conditions on uphill sections, and determine regenerated energy based on altitude information and road and weather conditions on downhill sections.

[0105] The battery management control unit can be configured to select either the main battery or the auxiliary battery in a dedicated mode based on consumed energy and regenerated energy, or in a hybrid mode of the main battery and the auxiliary battery.

[0106] The battery management control unit can be configured to: in response to selecting a dedicated mode that uses only the main battery, use only the main battery to supply a portion of the consumed energy corresponding to the regenerated energy, and charge the main battery based on the regenerated energy in the downhill section.

[0107] The battery charging and discharging operating system may further include a cooling system configured to maintain a constant operating temperature of the main battery.

[0108] The battery management control unit can be configured to control the cooling system to maintain a constant temperature of the main battery in response to selecting a dedicated mode that uses only the main battery.

[0109] The battery management control unit can be configured to compare the regenerated energy with the energy charged during the downhill section, and to increase the output efficiency in response to the energy charged during the downhill section being less than the regenerated energy.

[0110] The battery management control unit can be configured to improve output efficiency through deep learning.

[0111] At least one example of this application provides a battery charging and discharging operation method and system in a dual-battery system. When there are uphill and downhill sections on the driving route to the destination in the navigation information, the estimated amount of charge obtained from the downhill section through regenerative braking can be calculated, and it can be determined whether to use only the main high-voltage battery for uphill driving. When only the main high-voltage battery is used for uphill driving, the charging path obtained from the downhill section through regenerative braking can be set to be transmitted only to the main high-voltage battery, thereby reducing system losses caused by the charging and discharging of the secondary high-voltage battery.

[0112] Although preferred examples of this application have been shown and described above, this application is not limited to the specific examples described above. Various changes and modifications can be made by those skilled in the art without departing from the spirit and scope of this application, and such changes and modifications should not be construed as unrelated to the technical ideas or viewpoints of this application.

Claims

1. A method performed by a dual-battery system of a vehicle, the method comprising: Receive one or more pieces of information from the vehicle's navigation system, including instructions on the driving route and information on the road conditions, geographical information, or environmental information of the driving route. Detect uphill and downhill sections along the driving route; Determine the estimated energy consumption of the vehicle's motor on uphill sections; Determine the estimated regenerative energy from regenerative braking of vehicles on downhill sections; Based on estimated energy consumption and estimated regenerated energy, at least one battery of the vehicle's main battery or auxiliary battery is selected for the vehicle to drive on uphill and downhill sections. While the vehicle is traveling on uphill and downhill sections, control the charging or discharging of at least one selected battery.

2. The method according to claim 1, further comprising: Obtain the altitude information of the driving route. Based on altitude information, uphill or downhill sections are detected on the driving route.

3. The method according to claim 2, further comprising: Use the navigation system to obtain road conditions and weather information for your driving route.

4. The method of claim 2, further comprising: Obtain information on road conditions and weather conditions for uphill sections; Get information on road conditions and weather conditions for downhill sections.

5. The method according to claim 4, wherein: The estimated energy consumption is determined based on altitude information, road conditions on uphill sections, and weather conditions on uphill sections. The estimated renewable energy is determined based on altitude information, road conditions on downhill sections, and weather conditions on downhill sections.

6. The method according to claim 1, wherein, At least one battery selected from the vehicle's main battery or auxiliary battery includes: Based on estimated energy consumption and estimated regenerated energy, a battery control mode is selected for controlling the use of at least one of the main battery and / or auxiliary battery, wherein the battery control mode is one of the following modes: In the first dedicated mode, the main battery is controlled to power the vehicle for driving on uphill and downhill sections without the use of the auxiliary battery. The second dedicated mode, in which the auxiliary battery is controlled for vehicle operation on uphill and downhill sections without using the main battery; or Hybrid mode, in which both the main battery and the auxiliary battery are controlled for vehicle operation on uphill and downhill sections.

7. The method of claim 6, further comprising: Based on the selection of the first dedicated mode: Only a portion of the consumed energy, corresponding to the estimated regenerated energy, is supplied through the main battery. Regenerative braking charging is performed based on regenerative energy in downhill sections, charging only the main battery.

8. The method of claim 7, further comprising: Based on the selection of the first dedicated mode, the cooling system is driven to maintain a constant temperature of the main battery.

9. The method of claim 7, further comprising: The estimated amount of regenerative energy is compared with the amount of energy charged through regenerative braking. The model is updated to improve the output efficiency in determining the estimated regenerative energy, since the amount of energy charged through regenerative braking is less than the estimated regenerative energy.

10. The method according to claim 9, wherein, The model in question is a deep learning model.

11. A system for a vehicle, the system comprising: An electric motor system, comprising an electric motor and circuitry configured to receive electrical power to drive the electric motor; The main battery is configured to selectively supply power to the motor system; A secondary battery, configured to selectively supply power to the motor system; A navigation system configured to provide one or more pieces of information, including directions to a route and information on road conditions, geographic information, or environmental information of the route. A power controller configured to control the charging and discharging paths of the main battery and the auxiliary battery based on control signals; as well as A battery management controller is configured to acquire information from the navigation system, the main battery, and the secondary battery, and to provide the control signals to the power controller. The battery management controller is configured as follows: Detect uphill and downhill sections along the driving route; Determine the estimated energy consumption of the motor on the detected uphill section; Determine the estimated regenerative energy from regenerative braking of vehicles on downhill sections; Based on the estimated energy consumption and estimated regenerated energy, at least one battery, either the main battery or the auxiliary battery, is selected for the vehicle to travel on uphill and downhill sections. While the vehicle is traveling uphill or downhill, control the charging or discharging of at least one selected battery.

12. The system for a vehicle according to claim 11, wherein, The battery management controller is configured as follows: Obtain the elevation information of the driving route, and detect uphill or downhill sections in the driving route based on the elevation information.

13. The system according to claim 12, wherein, The battery management controller is configured as follows: Use the navigation system to obtain road conditions and weather information for your driving route.

14. The system according to claim 13, wherein, The battery management controller is configured as follows: Obtain information on road conditions and weather conditions for uphill sections; Get information on road conditions and weather conditions for downhill sections.

15. The system for a vehicle according to claim 14, wherein, The battery management controller is configured as follows: The energy consumption is determined based on altitude information, road conditions on uphill sections, and weather conditions on uphill sections. Renewable energy is determined based on altitude information, road conditions on downhill sections, and weather conditions on downhill sections.

16. The system for a vehicle according to claim 11, wherein, The battery management controller is configured as follows: Based on estimated energy consumption and estimated regeneration energy, a battery control mode is selected for controlling the use of at least one battery of the main battery and / or auxiliary battery, wherein the battery control mode is one of the following modes: In the first dedicated mode, the main battery is controlled to power the vehicle for driving on uphill and downhill sections without the use of the auxiliary battery. The second dedicated mode, in which the auxiliary battery is controlled for vehicle operation on uphill and downhill sections without using the main battery; or Hybrid mode, in which both the main battery and the auxiliary battery are controlled for vehicle operation on uphill and downhill sections.

17. The system for a vehicle according to claim 16, wherein, The battery management controller is configured as follows: Based on the selection of the first dedicated mode; Only a portion of the consumed energy, corresponding to the estimated regenerated energy, is supplied through the main battery. Regenerative braking charging is performed based on regenerative energy in downhill sections, charging only the main battery.

18. The system for a vehicle according to claim 17, further comprising: The cooling system is configured to maintain a constant operating temperature of the main battery based on the selection of the first dedicated mode.

19. The system for a vehicle according to claim 17, wherein, The battery management controller is configured as follows: The estimated amount of regenerative energy is compared with the amount of energy charged through regenerative braking. The model is updated to improve the output efficiency in determining the estimated regenerative energy, since the amount of energy charged through regenerative braking is less than the estimated regenerative energy.

20. A vehicle comprising: Electric motor; A circuit configured to receive power to drive a motor; The main battery is configured to selectively power the motor; A secondary battery, configured to selectively supply power to the motor; A navigation system configured to obtain the vehicle's driving route; A power controller configured to control the charging or discharging of a main battery or a secondary battery; as well as The battery management controller is configured as follows: Receive driving routes from the navigation system; Determined based on uphill and downhill sections detected along the driving route: Estimated energy consumption for uphill sections. Estimated regenerative energy for downhill sections; Select the main battery or the auxiliary battery based on the estimated energy consumption and estimated regeneration energy. A control signal is sent to the power controller, the control signal being configured to control the charging and discharging of a selected battery while the vehicle is traveling uphill and downhill.

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