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 a plurality of working areas based on a reference determined using states of health (SOH) 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; at least one of power supply or charging is controlled by using the determined battery.

Description

Technical Field

[0001] This invention relates to a method for controlling a battery in an electric vehicle, a controller for an electric vehicle, and an electric vehicle. Background Technology

[0002] Typically, electric vehicles move by the driving force of a drive motor propelling their wheels.

[0003] In addition, high-voltage batteries are typically mounted in the vehicle to supply power to the drive motor.

[0004] The drive motor can be an AC motor, and correspondingly, the inverter can be placed between the battery and the drive motor.

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

[0006] Charging time can vary depending on the charging method, which is mainly divided into slow charging and fast charging.

[0007] In recent years, continuous research and development of batteries has helped to significantly increase the driving range of vehicles per charge.

[0008] However, a single battery may still not be enough, so alternative solutions are needed. Summary of the Invention

[0009] The present invention provides embodiments to mitigate or resolve the above-mentioned limitations of the prior art.

[0010] In electric vehicles using dual batteries, an imbalance in battery usage can occur when a driver is driving on specific roads (e.g., highways), leading to differences in the battery's state of health (SOH). Furthermore, these differences in SOH can be caused by external charging. In the long term, this can result in decreased battery durability. Embodiments of the present invention aim to mitigate these limitations.

[0011] An embodiment of the present invention provides a high-efficiency operation strategy for dual batteries, which is based on multiple operating regions divided taking into account the state of harmonics (SOH) of the dual batteries and the operating point of the drive motor.

[0012] Embodiments of the present invention also provide a novel technology that, in addition to using a first high-voltage battery pre-installed in an electric vehicle, uses a second high-voltage battery that can be added to or separated from the electric vehicle's power system as needed.

[0013] An embodiment of the present invention provides a method for controlling one or more batteries in an electric vehicle, the electric vehicle including multiple wheels, a drive motor, and a controller, the drive motor being configured to provide power to the multiple wheels, and the controller being configured to control the power supply to the drive motor and / or charge one or more batteries using the power generated by the drive motor. The method includes: determining multiple operating regions by the controller based on a reference determined using the state of health (SOH) of a first battery and the SOH of a second battery; determining one of the first and second batteries by the controller based on an operating region corresponding to an operating point of the drive motor among the multiple operating regions; and controlling the power supply and / or charging by the controller using the determined battery.

[0014] In the implementation scheme, determining multiple working areas may include adjusting the reference data used to determine the multiple working areas based on the SOH of the first battery and the SOH of the second battery.

[0015] In the implementation, the multiple operating regions may include higher voltage regions and lower voltage regions. Controlling power supply and / or charging may include: when the operating point corresponds to a higher voltage region, controlling power supply and / or charging by using the higher voltage battery in the first and second batteries; and / or when the operating point corresponds to a lower voltage region, controlling power supply and / or charging by using the lower voltage battery in the first and second batteries.

[0016] In the implementation scheme, adjusting the reference data includes: a first adjustment and / or a second adjustment, wherein the first adjustment is: when the first SOH of the lower voltage battery in the first battery and the second battery is less than the second SOH of the higher voltage battery, the reference data is adjusted to increase the use of the higher voltage battery and decrease the use of the lower voltage battery; the second adjustment is: when the first SOH is greater than the second SOH, the reference data is adjusted to increase the use of the lower voltage battery and decrease the use of the higher voltage battery.

[0017] In the implementation plan, adjusting the baseline data may further include: when the first SOH equals the second SOH, maintaining the baseline data without any adjustment.

[0018] In the implementation scheme, the first adjustment includes: adjusting the reference data to expand the higher voltage discharge and / or charging regions among the multiple operating regions. The second adjustment includes: adjusting the reference data to expand the lower voltage discharge and / or charging regions among the multiple operating regions.

[0019] In the implementation scheme, the baseline data includes at least one of power-based hysteresis, torque-based hysteresis, or revolutions per minute-based hysteresis, and adjusting the baseline data includes adjusting at least one hysteresis.

[0020] In the implementation scheme, at least one hysteresis can be determined based on the mean and standard deviation obtained through learning.

[0021] In the implementation plan, adjusting at least one hysteresis includes adjusting at least one hysteresis by adjusting an amount determined for the standard deviation.

[0022] In the implementation plan, the adjustment amount is determined based on the difference between the first SOH and the second SOH and the standard deviation.

[0023] In the implementation plan, the adjustment amount can be additionally determined based on the test parameters.

[0024] In the implementation scheme, adjusting at least one hysteresis includes adjusting at least one hysteresis by adjusting an amount determined based on the difference between the first SOH and the second SOH and by setting an upper limit or a lower limit.

[0025] In an embodiment of the invention, an electric vehicle includes: 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 control the power supply to the drive motor and / or to charge 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, the one or more processors being configured to execute the computer-readable instructions. When executed by the one or more processors, the computer-readable instructions cause the controller to: determine a plurality of operating regions based on a reference determined using the state of health (SOH) of a first battery and the SOH of a second battery; determine one of the first and second batteries based on an operating region among the plurality of operating regions corresponding to the operating point of the drive motor; and control the power supply and / or charging by using the determined battery.

[0026] In the electric vehicle of the implementation scheme, the controller configured to determine multiple working areas includes: adjusting reference data for determining multiple working areas based on the SOH of the first battery and the SOH of the second battery.

[0027] In the electric vehicle of the implementation scheme, multiple operating areas include a higher voltage area and a lower voltage area. A controller configured to control power supply and / or charging includes: controlling power supply and / or charging by using a higher voltage battery from a first battery and a second battery when the operating point corresponds to a higher voltage area; and / or controlling power supply and / or charging by using a lower voltage battery from a first battery and a second battery when the operating point corresponds to a lower voltage area.

[0028] In the electric vehicle of the implementation scheme, adjusting the reference data includes: a first adjustment and / or a second adjustment, wherein the first adjustment is: when the first SOH of the lower voltage battery in the first battery and the second battery is less than the second SOH of the higher voltage battery, adjusting the reference data to increase the use of the higher voltage battery and reduce the use of the lower voltage battery; the second adjustment is: when the first SOH is greater than the second SOH, adjusting the reference data to increase the use of the lower voltage battery and reduce the use of the higher voltage battery.

[0029] In the electric vehicle implementation scheme, adjusting the reference data further includes: when the first SOH equals the second SOH, maintaining the reference data without making any adjustments.

[0030] In the electric vehicle of the implementation scheme, the first adjustment includes: adjusting the reference data to expand the higher voltage discharge area and / or charging area among multiple operating areas. The second adjustment includes: adjusting the reference data to expand the lower voltage discharge area and / or charging area among multiple operating areas.

[0031] In the electric vehicle implementation scheme, the baseline data includes at least one of the following: power-based hysteresis, torque-based hysteresis, or revolutions per minute-based hysteresis. Adjusting the baseline data includes adjusting at least one hysteresis.

[0032] In the electric vehicle implementation scheme, at least one hysteresis can be determined based on the mean and standard deviation obtained through learning. Attached Figure Description

[0033] Figure 1 An electric system for a first mobile body according to an embodiment of the present invention is shown.

[0034] Figure 2 The diagram illustrates the connection between a first mobile body and a second mobile body according to an embodiment of the present invention.

[0035] Figure 3 , Figure 4 and Figure 5 This is a flowchart illustrating the control process according to an embodiment of the present invention.

[0036] Figure 6 This is a diagram showing the specifications of the first and second high-voltage batteries.

[0037] Figure 7 Multiple operating regions are shown on the torque-revolutions-per-minute (RPM) map.

[0038] Figure 8 The equivalent output baseline, equivalent accelerator pedal signal (APS) baseline, and revolutions per minute (RPM) baseline based on the learning data are shown.

[0039] Figure 9 This is a flowchart illustrating the process of acquiring learning data.

[0040] Figures 10 to 12 It is a chart showing the data obtained during 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 The adjustment of baseline data according to an embodiment of the present invention is shown.

[0043] Figure 15 An adjustment of baseline data according to another embodiment of the present invention is shown.

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

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

[0046] Figure 18 The state of health (SOH) of a dual battery under hypothetical driving conditions according to an embodiment of the present invention is conceptually illustrated.

[0047] Figure 19A and Figure 19B An example of output hysteresis adjustment on a combined dashboard is shown according to another embodiment of the present invention. Detailed Implementation

[0048] Since the present invention can have various modified embodiments, exemplary embodiments are shown in the accompanying drawings and described in detail in the specific embodiments of the invention. However, this does not limit the invention to the specific embodiments, and it should be understood that the invention covers all modified embodiments, equivalent embodiments, and alternative embodiments that fall within the spirit and technical scope of the 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 named as such 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 controllers, components, devices, elements, parts, units, modules, etc. of the present invention are described as having a purpose or performing an operation or function, the controller, component, device, element, part, unit, or module should be considered herein as "configured to" satisfy that purpose or perform that operation or function. Each controller, component, device, element, part, unit, module, etc. may be implemented individually or may include a processor and memory as part of a device, such as a non-transitory computer-readable medium.

[0058] Furthermore, computer-readable recording media (or memory) includes various data storage devices that store computer-readable data. For example, computer-readable recording media may include flash memory, hard disk, micro disk, card (e.g., security digital (SD) card), or eXtream digital (XD) type memory, as well as at least one of random access memory (RAM), static RAM (SRAM), read-only memory (ROM), programmable ROM (PROM), electrically erasable PROM (EEPROM), magnetic RAM (MRAM), disk or optical disk type memory.

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

[0060] The accompanying drawings are briefly described below, and embodiments of the invention are described in detail with reference to the drawings.

[0061] Figure 1 This is a conceptual diagram illustrating the power system of a first mobile body MLT1 (e.g., an electric vehicle) according to an embodiment of the present invention. Figure 2 This is a schematic diagram showing the connection state of the first moving body MLT1 and the second moving body MLT2.

[0062] refer to 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 invention is described.

[0063] like Figure 1 As shown, the first mobile body MLT1 according to an embodiment of the present invention 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-visual navigation AVN operating at low voltage, a second DC / DC converter L / H-DC, a switch SW, and a controller (hereinafter referred to as the 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 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, either wired or wirelessly, to the first controller Ctrl 1 of the first mobile body MLT1 or the battery management system (BMS) of the first high-voltage battery MB, as further described below. Thus, various sensed information (e.g., voltage, current, temperature, etc.) related to the state of charge (SoC) and physical / electrical / chemical state of the second high-voltage battery SB is transmitted to the first controller Ctrl 1. However, embodiments of the invention are not limited thereto. For example, the aforementioned information related to the second high-voltage battery SB can be transmitted to the first controller Ctrl 1 via the second controller Ctrl 2 of the second mobile body MLT2, as further described below.

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

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

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

[0078] The BMS performs cell balancing to maintain the voltage of each battery cell at a constant level to ensure the performance of the entire battery pack; State of Charge (SoC) to calculate the capacity of the entire battery system; State of Health (SOH) calculation; and battery cooling, charging, and discharging control.

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

[0080] The BMU may include, for example, two microcontroller units (MCUs), and each MCU may have a CAN communication port. The BMU may further include a CAN interface for communicating with the vehicle controller (which is a higher-level device than the BMS) and a CAN interface for collecting information from the CMU (which is a lower-level device than the BMS).

[0081] The CMU can be directly attached to the battery cell to sense voltage, current, and temperature. The CMU can be used solely for sensing without performing calculations related to the BMS algorithm. A single CMU can be formed by connecting multiple battery cells and transmitting information from each battery cell to the BMU via a CAN interface.

[0082] The battery junction box (BJB) is the battery pack-level sensing mechanism of the BMS and the connection medium between the high-voltage battery and the drive system. It measures and records battery voltage and the current flowing into and out of the battery to accurately calculate the System-on-Chips (SoC). Furthermore, the BJB can perform important safety functions, such as insulation monitoring in addition to overcurrent detection.

[0083] The second high-voltage battery SB can be a high-voltage battery with a voltage lower than that of the first high-voltage battery MB. In this case, the second DC / DC converter L / H-DC can be a boost DC / DC converter. Conversely, the second high-voltage battery SB can be a high-voltage battery with a voltage higher than that of the first high-voltage battery MB. In this case, the second DC / DC converter L / H-DC can be a buck DC / DC converter. Furthermore, in this embodiment, the second DC / DC converter L / H-DC can be a bidirectional converter, thereby allowing the first high-voltage battery MB and the second high-voltage battery SB to charge and discharge each other.

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

[0085] Furthermore, unlike this embodiment, other embodiments may omit the second DC / DC converter L / H-DC. In this case, charging and discharging between the first high-voltage battery MB and the second high-voltage battery SB will not occur.

[0086] In this embodiment, in order to be detachably electrically connected to the power system of the second high-voltage battery SB, the power system of the first mobile body MLT1 may include a first connector C1 and a second connector C2, and the second high-voltage battery SB may 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 send various sensing and status information of the second high-voltage battery SB to the controller.

[0090] The switch SW is fixedly 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 may be the highest-level vehicle controller controlling all electrical devices of the first moving body MLT1, the embodiments of the present invention are not limited thereto. In other words, for example, Figure 1 The first controller Ctrl 1 in the system can be a power controller that is a lower level than the vehicle controller.

[0092] Furthermore, in this embodiment, as described above, the first controller Ctrl 1 may include a computer-readable recording medium and at least one processor, the computer-readable recording medium storing an operating system, logical instructions, and input / output information, and the at least one processor reading the stored system, instructions, and information to perform decisions or calculations required for functional control.

[0093] like Figure 2 As shown, Figure 1 The second high-voltage battery SB can be installed in the second mobile body MLT2.

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

[0095] Although the second high-voltage battery SB can be fixedly mounted on the second mobile body MLT2, embodiments of the present invention are not limited thereto. In other words, the second high-voltage battery SB can be detachably mounted on the second mobile body MLT2. Thus, the second high-voltage battery SB mounted on 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 mounted on the second mobile body MLT2, the second mobile body MLT2 may include a charging connector for charging the second high-voltage battery SB.

[0097] The frame FRM forms the appearance of the second mobile body MLT2 and is used to house other components.

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

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

[0100] Furthermore, the second pivoting mechanism PM2 includes an extension EP and a pivoting ring PR. The extension EP has a triangular shape that protrudes forward from the frame FRM of the second moving body MLT2. The pivoting ring PR is arranged at the end of the extension EP and the pivoting pin PN is rotatably inserted into the pivoting ring PR.

[0101] The pivot pin PN can perform restricted linear movement while the pivot ring PR is inserted, and only around... Figure 2 Rotation is performed in the Z-axis direction. Thus, in the pivoted connection state, the second moving body MLT2 can move linearly relative to the first moving body MLT1 using the pivot connection point as the center, but its movement is restricted to rotation 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 individual steering control.

[0103] Although this embodiment includes a pivoting mechanism as both the first and second connecting mechanisms, the embodiments of the present invention are not limited thereto. For example, the first and second connecting mechanisms can be known mechanisms that achieve a non-rotational connection about the Z-axis.

[0104] The second left drive motor LM has a rotating shaft connected to the second left wheel LW, thereby providing driving force to the second left wheel LW.

[0105] In addition, the second right drive motor RM has a rotating shaft connected to the second right wheel RW, thereby providing driving force to the second right wheel RW.

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

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

[0108] For example, although each of the second left drive motor LM and the second right drive motor RM can be implemented as an in-wheel drive system with each drive motor mounted on each wheel, the embodiments of the present invention are not limited thereto.

[0109] Furthermore, unlike this embodiment, the second moving body MLT2 can be driven in a manner that distributes power from a common motor to the second left wheel LW and the second right wheel RW, rather than driving the left and right wheels independently. For this purpose, a differential gear can be included between the common second drive motor and the second left wheel LW and the second right wheel RW. In other words, the power of the common second drive 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] exist Figure 2 In this configuration, the second controller Ctrl 2 controls the second left drive motor LM and the second right drive motor RM to drive the second mobile unit MLT2 forward and backward. Furthermore, when the second mobile unit MLT2 needs to turn, the second controller Ctrl 2 can change the direction of travel of the second mobile unit MLT2 by controlling the torque or speed of each of the second left drive motor LM and the second right drive motor RM. In other words, the steering of the second mobile unit MLT2 can be performed by independently controlling the drive of the second left drive motor LM and the second right drive motor RM without requiring a separate steering mechanism.

[0111] Furthermore, as mentioned above, it includes the use of in Figure 1 The connector for transmitting information between the first mobile unit MLT1 and the second mobile unit MLT2, as well as the wired or wireless communication unit.

[0112] In this embodiment, each of the first controller Ctrl 1 and / or the second controller Ctrl 2 may 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 aforementioned functions by reading from 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] In addition, the second controller Ctrl 2 can determine the steering state by the steering angle information of the first moving body MLT1, and execute the steering of the second moving body MLT2 based on the determined steering state.

[0121] The second moving body MLT2 may not include a separate steering mechanism (e.g., a steering wheel and a steering rack), and steering is performed by 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 the driving torque for driving and the steering torque for steering of each of the second left drive motor LM and the second right drive motor RM, and use the calculated torque for control.

[0123] For example, a lookup table or calculation program may include steering torque values ​​of a second left drive motor LM and a second right drive motor RM based on the steering angle of the first moving body MLT1, to perform steering of the second moving body MLT2.

[0124] During forward straight-line travel, the second mobile body MLT2 can be controlled to travel at a speed equal to or less than that of the first mobile body MLT1. Thus, the pivot connection between the first mobile body MLT1 and the second mobile body MLT2 can be maintained within a predetermined pivot angle range. For example, when the speed of the second mobile body MLT2 is controlled to be equal to or less than the speed of the first mobile body MLT1 during forward straight-line travel, the pivot angle of the second mobile body MLT2 relative to the first mobile body MLT1 at the pivot connection point can be maintained at 0° (which represents the angle at which the first mobile body MLT1 and the second mobile body MLT2 are aligned).

[0125] During forward straight travel, the second mobile body MLT2 can be controlled to follow the first mobile body MLT1, thereby allowing multiple mobile bodies to smoothly connect and travel.

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

[0127] Although in this embodiment the battery control process is performed under the control of the first controller Ctrl 1, the embodiments of the present invention 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 usage control according to the embodiment, and stores various data required for the control process as needed. The processor executes the program stored in the memory, thereby enabling the first controller Ctrl 1 to perform battery usage control based on the program.

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

[0130] Specifications may include at least one of C-rate, nominal voltage, efficiency, maximum current, system voltage, and continuous output, and the battery state may include at least one of SOH, SOC, voltage, and temperature.

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

[0132] In the following text, such as Figure 6 As shown, although the example uses the voltage of the first high-voltage battery MB being less than that of the second high-voltage battery SB, the embodiments of the present invention 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] Then, in step S20, the first controller Ctrl 1 determines the reference data (e.g., standard data).

[0135] The baseline data is used to divide the multiple work areas (e.g., work zones) described below, and includes learning data obtained by learning drivers' driving habits.

[0136] When learning data is not yet available, or even if the driver chooses not to use the learning data once it is available, the system can determine the corresponding data, as described below. Furthermore, the following describes the learning data.

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

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

[0139] In other words, the first controller Ctrl 1 determines the high-efficiency discharge power A and high-efficiency charging power B of the 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 torque-RPM mapping, 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 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 of constant torque period 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] In addition, the equivalent APS baseline is the equivalent APS line used to convert APS values ​​based on high-efficiency output.

[0153] Furthermore, the RPM baseline corresponds to the aforementioned baseline RPM line. In this embodiment, the baseline RPM is... Figure 7 The boundary between the equivalent torque period and the equivalent output period in the mapping.

[0154] refer to Figure 7 The first discharge operating region ① corresponds to the region below the RPM reference line and the equivalent APS "Tq = Tdc" reference line. The second discharge operating region ② corresponds to the region enclosed by the equivalent output "Pwr = A" reference line, the equivalent APS "Tq = Tdc" reference line, and the predetermined maximum discharge torque line ("Tq = Tq,max"). The third discharge operating region ③ is defined as the region exceeding the equivalent output "Pwr = A" reference line. The fourth discharge operating region ④ is defined as the region exceeding the RPM reference line but below the equivalent output "Pwr = A" reference line.

[0155] In addition, Figure 7 In this context, the torque region below 0 (zero) corresponds to the regenerative braking condition caused by the first drive motor M (i.e., the battery charging condition), and can be divided into four operating regions in the same way based on the equivalent output reference line, the equivalent APS reference line, and the RPM reference line. In other words, as... Figure 7 As shown, for charging conditions, the first charging operating region ①' corresponds to the region below the RPM reference line and above the equivalent APS "Tq=Tc" reference line. The second charging operating region ②' corresponds to the region surrounded 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 operating region ③' is defined as the region below the equivalent output "Pwr=B" reference line, and the fourth charging operating region ④' is defined as the region above the RPM reference line and above the equivalent output "Pwr=B" reference line.

[0156] exist Figure 7 In this context, the division of the working area of ​​the first drive motor M under driving conditions and the division of the working area under regenerative braking conditions can be based on the symmetry of the RPM axis.

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

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

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

[0160] Furthermore, during regenerative braking conditions in performance mode, a first high-voltage battery MB with a lower voltage is used in the first charging operating region ①' and the fourth charging operating region ④', while a second high-voltage battery SB with a higher voltage is used in the second charging operating region ②' and the third charging operating region ③'. In other words, in performance mode, each of the first charging operating region ①' and the fourth charging operating region ④' corresponds to a lower voltage charging region, and each of the second charging operating region ②' and the third charging operating region ③' corresponds to a higher voltage charging region.

[0161] The learning data will be described below.

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

[0163] In the following text, see references Figure 9This will be described in detail.

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

[0165] Although the map data may be, for example, map data used for navigation in audio-visual navigation (AVN), embodiments of the invention are not limited thereto.

[0166] Driving conditions can be based, for example, on the type of road indicated by map data.

[0167] For example, driving conditions can be divided into urban road sections, mountain uphill road sections, mountain downhill road sections, highway sections, and national road sections based on map data, and driving conditions can also be divided into discharge conditions and charging conditions through regenerative braking.

[0168] In other words, the first controller Ctrl 1 can determine whether the driving condition corresponds to urban roads, national highways, expressways, or mountain roads, and whether the driving condition is a discharge condition or a charging condition caused by regenerative braking.

[0169] Urban road segments can include road segments defined as urban roads in the map data. Mountainous road segments can include road segments defined as mountainous roads in the map data. Additionally, highway segments and national highway segments can be included respectively as road segments defined as highways and national highways in the map data.

[0170] The process of acquiring driver driving habit data for each driving situation is described below.

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

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

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

[0174] First, the average discharge power obtained when driving 2km on urban roads for 10 times is 20 kilowatts (kW).

[0175] In addition, the average charging power obtained when driving 2km on urban roads for 10 times is 10kW.

[0176] The average discharge power obtained when driving 5km on national highways for 10 times is 30kW, and the average charging power obtained when driving 5km on national highways for 10 times is 10kW.

[0177] The average discharge power obtained when driving 10km on a highway for 10 times is 50kW, and the average charging power obtained when driving 10km on a highway for 10 times is 20kW.

[0178] In addition, the average discharge power obtained when driving 1km on mountain roads for 10 times is 40kW, and the average charging power obtained when driving 1km on mountain roads for 10 times is 30kW.

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

[0180] In addition, the data can be repeated a preset number of times (e.g., 10 times).

[0181] Therefore, as Figure 11 As shown in the example, average power data, average RPM data, and average torque data can be obtained for urban road conditions repeated 10 times, based on discharge and charge conditions.

[0182] exist Figure 11 In the figure, the average discharge power data for “City 1” represents the average discharge power obtained when driving 2km on urban roads for 10 times, while the average discharge power data for “City 2” represents the average discharge power obtained when driving 2km on urban roads different from “City 1” for 10 times, or the average discharge power obtained during different driving conditions at different times.

[0183] Then, in step S104, the first controller Ctrl 1 performs normal distribution standardization on the data obtained as described above, and obtains learning data to be used as benchmark data based on a preset 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 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 set 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 Ctrl 1 determines the battery to be used in the first high-voltage battery MB and the second high-voltage battery SB based on the operating 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 determines the discharge power A, charging power B, and reference RPM K in step S31. Therefore, 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 Ctrl1 determines that the second high-voltage battery SB should be used.

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

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

[0204] Furthermore, when the required regenerative braking power Pc,rq is less than the charging power B, the first controller Ctrl 1 determines to use the second high-voltage battery SB with a higher voltage.

[0205] Furthermore, under regenerative braking conditions, when the RPM is greater than the reference RPM K, the first controller Ctrl 1 determines to use the second high-voltage battery SB with a higher voltage.

[0206] Furthermore, when the required regenerative braking power Pc,rq is greater than the charging power B and the RPM is less than the reference RPM K, the first controller Ctrl 1 determines to use the first high-voltage battery MB with a lower voltage.

[0207] In addition, the first controller Ctrl 1 uses the aforementioned hysteresis interval when determining the transition of the working area, and determines the battery to be used based on the transition in step S32.

[0208] In other words, in step S32, when the driving mode is normal mode, the current operating point is located in the first discharge operating area or the second discharge operating area, and the required power is greater than the first discharge power A1 or the RPM is greater than the first discharge RPMKdc1, it is determined that the battery with the higher voltage between the first battery and the second battery is used.

[0209] In this case, when the current operating point is located in the third or 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 with the lower voltage of the first and second batteries should be used.

[0210] In this case, when the current operating point is located in the first charging operating area or the second charging operating area, 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 with the higher voltage is determined to be the battery to be used.

[0211] Furthermore, in this case, when the current operating point is located in the third or fourth charging operating area, 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 with the lower voltage is determined to be the battery to be used.

[0212] Furthermore, if, after determining whether a higher-voltage or lower-voltage battery is available, the determined battery alone may not be able to provide the required power, then in step S33, it may be determined that another battery can be used together.

[0213] For example, assuming the driver's required power Pdrq is C, the maximum output power P1max of the first high-voltage battery MB is D, and the maximum output power P2max of the second high-voltage battery MB is E, and if, after determining to use the first high-voltage battery MB, it is determined that the maximum output power P1max is less than C, which is the driver's required power Pdrq, the second high-voltage battery SB is used to compensate for the shortfall CD. In this case, if, after determining to use the second high-voltage battery SB, it is determined that the maximum output power P2max of the second high-voltage battery SB is less than C, which is the driver's required power Pdrq, the first high-voltage battery MB is used to compensate for the shortfall CE.

[0214] In the following text, see references Figure 5 Describe the battery operation control in performance mode in step S40.

[0215] In step S41, when RPM is equal to or less than the reference RPM K (step S41 is yes), the torque control mode in step S42 is executed; when RPM is greater than the reference RPM K (step S41 is no), 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 with 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 with a lower voltage.

[0217] Furthermore, when the torque required for regenerative braking is less than the charging torque Tc, the first controller Ctrl1 determines to use the second high-voltage battery SB with a higher voltage, and when the torque required for regenerative braking is greater than the charging torque Tc, the first controller Ctrl1 determines to use the first high-voltage battery MB with 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 with 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 with a lower voltage.

[0219] Furthermore, when the power required for regenerative braking, Pc,rq, is less than the charging power, the first controller Ctrl 1 determines to use the second high-voltage battery SB with a higher voltage; when the power required for regenerative braking, Pc,rq, is greater than the charging power, the first controller Ctrl 1 determines to use the first high-voltage battery MB with a lower voltage.

[0220] Furthermore, even in performance mode, the first controller Ctrl 1 uses the aforementioned hysteresis segment when determining the transition of the working area, 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 located 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 A1 or the required torque is greater than the first discharge torque Tdc1, the battery with the higher voltage is determined to be the battery to be used.

[0222] In this case, when the current operating point is located in the second or 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 with the lower voltage is determined to be the battery to be used.

[0223] Furthermore, in this case, when the current operating point is located in the first charging operating area or the fourth charging operating area, and the required power is less than the first charging power B1 or the required torque is less than the first charging torque Tc1, the battery with the higher voltage is determined to be the battery to be used.

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

[0225] Even in performance mode, if the determined battery alone may not be able to provide the required power after identifying a higher or lower voltage battery, step S45 may determine that another battery can be used. In this embodiment, since step S45 is the same as step S33 described above, a detailed description is omitted.

[0226] On the other hand, in this implementation, the normal mode (which is a low-power mode) may include at least one of the normal mode, comfort mode, economy mode and smart mode, and the performance mode (which is a high-torque mode) may include at least one of the sport mode and track mode.

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

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

[0229] For example, Eco mode can optimize a vehicle's fuel efficiency. In Eco mode, energy consumption can be relatively reduced due to decreased acceleration and a higher gear ratio. Eco mode may also include controls that automatically shut off the air conditioning to reduce electricity usage.

[0230] For example, Sport mode can maximize vehicle performance. In Sport mode, the vehicle can accelerate rapidly due to increased output from the first drive motor M and a decreased gear ratio. Furthermore, Sport mode can include enhanced steering assist and improved suspension system control, thereby enabling faster driving.

[0231] Track mode can be designed for driving on dedicated tracks, such as the Track mode supported in Tesla vehicles. In Track mode, settings for stability control, traction control, regenerative braking, and cooling systems can be altered 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 has selected one of the multiple driving modes.

[0234] For example, the driver can select the driving mode by inputting via the AVN screen or via input units (e.g., buttons, joysticks, or dials) arranged in the first moving body MLT1.

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

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

[0237] refer to Figure 13The first moving unit MLT1 travels from the first driving segment SEC1 to the seventh driving segment SEC7. The first driving segment SEC1 represents a low-torque driving condition on urban roads, and the second driving segment SEC2 represents a low-power driving condition on urban roads.

[0238] exist Figure 13 In the diagram, the third driving segment SEC3 represents a high-torque driving condition for uphill driving on mountain roads, while the fourth driving segment SEC4 represents a high-power driving condition for highway driving.

[0239] In addition, the fifth driving segment SEC5 represents high-torque regenerative braking conditions on mountain roads, and the sixth driving segment SEC6 represents medium-power driving conditions during uphill driving on national highways.

[0240] Finally, the seventh driving segment, SEC7, represents low-torque driving conditions on city roads.

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

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

[0243] In an embodiment of the present invention, the baseline data for dividing the work area is determined based on learning or system settings (which are non-learning methods).

[0244] The adjustment of the baseline data is described below.

[0245] The adjustment includes a first adjustment and a second adjustment. The first adjustment is to adjust the baseline data under the lower voltage battery charging / discharging minimum usage and / or the higher voltage battery charging / discharging maximum usage mode. The second adjustment is to adjust the baseline data under the lower voltage battery charging / discharging maximum usage and / or the higher voltage battery charging / discharging minimum usage mode.

[0246] A first adjustment can be performed when the state of energy (SOH) of the battery with the lower voltage (hereinafter referred to as "first SOH") in the first battery MB and the second battery SB is less than the state of energy (hereinafter referred to as "second SOH") of the battery with the higher voltage.

[0247] Furthermore, when the first SOH is greater than the second SOH, a second adjustment can be performed.

[0248] On the other hand, when the first SOH and the second SOH are the same, the baseline data can be maintained without any adjustments.

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

[0250] In this implementation scheme, it is possible to Figure 3 Step S20 determines the baseline data while performing adjustments. 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 Pc,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 – M × k1 × σ

[0258] A2 = Aavg – 2σ → A2’ = Aavg – 2σ – M × k1 × σ

[0259] Tdc1 = Tdc,avg + 2σ → Tdc1’ = Tdc,avg + 2σ – M × k1 × σ

[0260] Tdc2 = Tdc,avg – 2σ → Tdc2’ = Tdc,avg – 2σ – M × k1 × σ

[0261] Kdc1 = Kdc,avg + 2σ → Kdc1’ = Kdc,avg + 2σ – M × k1 × σ

[0262] Kdc2 = Kdc,avg – 2σ → Kdc2’ = Kdc,avg – 2σ – M × k1 × σ

[0263] B1 = Bavg – 2σ → B1’ = Bavg – 2σ + M × k1 × σ

[0264] B2 = Bavg + 2σ → B2’ = Bavg + 2σ + M × k1 × σ

[0265] Tc1 = Tc,avg – 2σ → Tc1’ = Tc,avg – 2σ + M × k1 × σ

[0266] Tc2 = Tc,avg + 2σ → Tc2’ = Tc,avg + 2σ + M × k1 × σ

[0267] Kc1 = Kc,avg + 2σ → Kc1’ = Kc,avg + 2σ – M × k1 × σ

[0268] Kc2 = Kc,avg – 2σ → Kc2’ = Kc,avg – 2σ – M × k1 × σ

[0269] [Equation 3]

[0270] A1 = Aavg + 2σ → A1’ = Aavg + 2σ + M × k1 × σ

[0271] A2 = Aavg – 2σ → A2’ = Aavg – 2σ + M × k1 × σ

[0272] Tdc1 = Tdc,avg + 2σ → Tdc1’ = Tdc,avg + 2σ + M × k1 × σ

[0273] Tdc2 = Tdc,avg – 2σ → Tdc2’ = Tdc,avg – 2σ + M × k1 × σ

[0274] Kdc1=Kdc,avg+2σ→Kdc1'=Kdc,avg+2σ+M×k1×σ

[0275] Kdc2=Kdc,avg–2σ→Kdc2′=Kdc,avg–2σ+M×k1×σ

[0276] B1=Bavg–2σ→B1′=Bavg–2σ–M×k1×σ

[0277] B2=Bavg+2σ→B2'=Bavg+2σ–M×k1×σ

[0278] Tc1=Tc,avg–2σ→Tc1′=Tc,avg–2σ–M×k1×σ

[0279] Tc2=Tc,avg+2σ→Tc2'=Tc,avg+2σ–M×k1×σ

[0280] Kc1=Kc,avg+2σ→Kc1'=Kc,avg+2σ+M×k1×σ

[0281] Kc2=Kc,avg–2σ→Kc2′=Kc,avg–2σ+M×k1×σ

[0282] M is determined by the following equation 4, where k1 is the experimental parameter.

[0283] [Equation 4]

[0284] M = |(SOH of the higher voltage battery - SOH of the lower voltage battery)| / △SOHmax

[0285] In other words, M is determined based on the difference between the current SOH of the battery with the higher voltage in the first battery MB and the current SOH of the battery with the lower voltage in the second battery SB.

[0286] ΔSOHmax represents the possible difference between the first battery MB and the second battery SB, which can be predetermined by a set value. For example, since the theoretically possible difference between the two SOHs is 100%, the difference can be set to 100. However, considering practical situations, the difference can be set to a value less than 100.

[0287] M is used as a parameter to represent the state of hysteresis (SOH) of the high-voltage and low-voltage batteries. As shown in Equations 2 and 3, the adjustment amount for hysteresis adjustment in this embodiment is determined by using the M parameter and the k1 parameter with respect to the standard deviation σ.

[0288] In the first adjustment, the discharge reference hysteresis is corrected to shift in the direction of reducing the first discharge working region ① by M×k1×σ, and the charging reference hysteresis is also corrected to shift in the direction of reducing the absolute value of the first charging working region ①' by M×k1×σ.

[0289] Furthermore, in the second adjustment, the discharge reference hysteresis is corrected to shift in the direction that expands the first discharge working region ① by M×k1×σ, and the charging reference hysteresis is also corrected to shift in the direction that expands the first charging working region ①' by the absolute value of M×k1×σ.

[0290] On the other hand, the test parameter k1 can be determined by performing test drives based on the above adjustments and then verifying whether the State of Health (SOH) difference between the first battery (MB) and the second battery (SB) decreases significantly. In other words, k1 can be determined by performing multiple test drives with varying k1 and then selecting the minimum SOH difference between the two batteries during the test drives.

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

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

[0293] For example, ±α can be applied to the reference discharge power A, reference discharge torque Tdc, and reference discharge RPM Kdc (although the reference RPM for discharge and charge conditions is different). Figure 7 Hysteresis is determined by each of the following: K (represented as the same value, but the reference RPM for discharge and charge conditions may differ), reference charge power B, reference charge torque Tc, and reference charge RPM Kc.

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

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

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

[0297] [Equation 5]

[0298] Ac1=A+α1→Ac1'=A+α1–M×|Ac1–g1|

[0299] Ac2=A–α1→Ac2′=A–α1–M×|Ac2–g1|

[0300] Tdc,c1=Tdc+α2→Tdc,c1′=Tdc+α2–M×|Tdc,c1–g2|

[0301] Tdc,c2=Tdc–α2→Tdc,c2′=Tdc–α2–M×|Tdc,c2–g2|

[0302] Kdc,c1=Kdc+α3→Kdc,c1′=Kdc+α3–M×|Kdc,c1–g3|

[0303] Kdc,c2=Kdc–α3→Kdc,c2′=Kdc–α3–M×|Kdc,c2–g3|

[0304] Bc1=B–α4→Bc1′=B–α4+M×|H1–Bc1|

[0305] Bc2=B+α4→Bc2′=B+α4+M×|H1–Bc2|

[0306] Tc,c1=Tc–α5→Tc,c1′=Tc–α5+M×|H2–Tc,c1|

[0307] Tc,c2=Tc+α5→Tc,c2′=Tc+α5+M×|H2–Tc,c2|

[0308] Kc,c1=Kc+α6→Kc,c1′=Kc+α6–M×|H3–Kc,c1|

[0309] Kc,c2=Kc–α6→Kc,c2′=Kc–α6–M×|H3–Kc,c2|

[0310] In addition, Figure 17 In step S23, the second discharge power adjustment Pdc,B, the second discharge torque adjustment Tdc,B, the second discharge RPM adjustment Rdc,B, the second charging power adjustment Pc,B, the second charging torque adjustment Tc,B, and the second charging RPM adjustment Rc,B can be determined by the following equation 6.

[0311] [Equation 6]

[0312] Ac1=A+α1→Ac1'=A+α1+M×|G1–Ac1|

[0313] Ac2=A–α1→Ac2′=A–α1+M×|G1–Ac2|

[0314] Tdc,c1=Tdc+α2→Tdc,c1′=Tdc+α2+M×|G2–Tdc,c1|

[0315] Tdc,c2=Tdc–α2→Tdc,c2′=Tdc–α2+M×|G2–Tdc,c2|

[0316] Kdc,c1=Kdc+α3→Kdc,c1′=Kdc+α3+M×|G3–Kdc,c1|

[0317] Kdc,c2=Kdc–α3→Kdc,c2′=Kdc–α3+M×|G3–Kdc,c2|

[0318] Bc1=B–α4→Bc1′=B–α4–M×|Bc1–h1|

[0319] Bc2=B+α4→Bc2′=B+α4–M×|Bc2–h1|

[0320] Tc,c1=Tc–α5→Tc,c1′=Tc–α5–M×|Tc,c1–h2|

[0321] Tc,c2=Tc+α5→Tc,c2′=Tc+α5–M×|Tc,c2–h2|

[0322] Kc,c1=Kc+α6→Kc,c1′=Kc+α6+M×|Kc,c1–h3|

[0323] Kc,c2=Kc–α6→Kc,c2′=Kc–α6+M×|Kc,c2–h3|

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

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

[0326] Similarly, when hysteresis is corrected for offset, the offset does not exceed the upper or lower limit, taking into account the absolute value of the difference between the aforementioned upper or lower limit and the reference before correction.

[0327] For example, when adjusting the equivalent power line “Pwr = Ac1”, the amount of offset adjustment is determined by multiplying M, which is the SOH parameter, by the absolute value of the difference between power Ac1 and g1, so that even when M is the maximum value of 1, the adjustment will not exceed the set lower limit of the discharge power.

[0328] Figure 18The diagram conceptually illustrates the adjustment of the aforementioned baseline data under the hypothetical condition of driving at a speed of 110 km / h (kph) on a highway segment, as well as the SOH of the higher and lower voltage batteries without adjustment.

[0329] like Figure 18 As shown, when baseline adjustments are not performed, only the higher-voltage battery is used under high-output conditions. Consequently, although the SOH of the higher-voltage battery decreases significantly after driving ends, the lower-voltage battery is not used to maintain its SOH.

[0330] On the other hand, when adjustments to the baseline data are performed, the lower voltage discharge region is corrected to be expanded, and a lower voltage battery is used. Accordingly, after driving, the state of harmonics (SOH) of the two batteries become relatively similar.

[0331] This adjustment to the baseline data can be displayed on the vehicle's integrated instrument panel, such as... Figure 19A and Figure 19B As shown.

[0332] Figure 19A It shows that in such Figure 18 When no adjustment is performed under the conditions shown, the higher voltage region and the lower voltage region remain unchanged, and the battery usage indicator Ind based on the operating point of the drive motor M is located in the higher voltage region.

[0333] Figure 19B It shows that in such Figure 18 When the adjustment is performed under the conditions shown, the lower voltage region changes, and accordingly, the battery usage indicator Ind based on the operating point of the drive motor M is located in the lower voltage region. Figure 19B The lower voltage region can change continuously during driving, and accordingly, the indicator Ind can alternate between the higher voltage region and the lower voltage region.

[0334] According to an embodiment of the present invention, a high-efficiency dual-battery operation strategy can be obtained by dividing the area into multiple working areas based on the operating point of the drive motor.

[0335] Furthermore, according to embodiments of the present invention, the difference in SOH between the two batteries can be reduced, and correspondingly, the SOH of each of the two batteries can be enhanced.

[0336] Furthermore, according to an embodiment of the present invention, the use of the two batteries can be distinguished by variably controlling the switching criteria for the use of the dual batteries based on the driver's driving characteristics, vehicle conditions, and battery status.

[0337] Furthermore, according to embodiments of the present invention, since a second high-voltage battery can be added to or disconnected from the electric vehicle's power system as needed, in addition to the first high-voltage battery pre-installed on the electric vehicle, the driving range 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 configured to provide power to the plurality of wheels, and a controller configured to control at least one of a supply of power to the drive motor or charging of the one or more batteries with power generated by the drive motor, the method comprising: determining, by the controller, a plurality of operating regions based on a reference determined using a state of health of a first battery and a state of health of a second battery; 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; controlling, by the controller, at least one of the supply of power or the charging using the determined battery.

2. The method of claim 1, wherein, The determining of the plurality of operating regions includes adjusting reference data used to determine the plurality of operating regions based on the state of health of the first battery and the state of health of the second battery.

3. The method of claim 2, wherein, The plurality of operating regions includes a higher voltage region and a lower voltage region; wherein the controlling of at least one of the supply of power or the charging includes: controlling the supply of power 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; or controlling the supply of power 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.

4. The method of claim 2, wherein, The adjusting of the reference data includes: a first adjustment that adjusts the reference data to increase use of a higher voltage battery and decrease use of a lower voltage battery of the first battery and the second battery when a first state of health of the lower voltage battery is less than a second state of health of the higher voltage battery; or a second adjustment that adjusts the reference data to increase use of the lower voltage battery and decrease use of the higher voltage battery when the first state of health is greater than the second state of health.

5. The method of claim 4, wherein, The adjusting of the reference data further includes maintaining the reference data without any adjustment when the first state of health is equal to the second state of health.

6. The method of claim 4, wherein, The first adjustment includes adjusting the reference data to expand a higher voltage discharge region or a charge region of the plurality of operating regions. The second adjustment includes adjusting the reference data to expand a lower voltage discharge region or a charge region of the plurality of operating regions.

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

8. The method of claim 7, wherein, The at least one hysteresis is determined based on a mean value and a standard deviation obtained through learning.

9. The method of claim 8, wherein, The adjusting of the at least one hysteresis includes adjusting the at least one hysteresis by an adjustment amount determined with respect to the standard deviation.

10. The method of claim 9, wherein, The adjustment amount is determined based on a difference between the first state of health and the second state of health and the standard deviation.

11. The method of claim 10, wherein, The adjustment amount is additionally determined based on a test parameter.

12. The method of claim 7, wherein, The adjusting of the at least one hysteresis includes adjusting the at least one hysteresis by an adjustment amount determined based on a difference between the first state of health and the second state of health and a set upper limit or a set lower limit.

13. An electric vehicle comprising: 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 supply of power to the drive motor or charging of one or more batteries with power generated by the drive motor. a controller configured to control at least one of a power supply to the drive motor or charging of one or more batteries using power generated by the drive motor; wherein the controller includes a memory storing computer readable instructions and one or more processors configured to execute the computer readable instructions; wherein the computer readable instructions, when executed by the one or more processors, cause the controller to: determine a plurality of operating regions based on a reference determined using a state of health of the first battery and a state of health of the 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; control at least one of the power supply or the charging using the determined battery.

14. The electric vehicle of claim 13, wherein, The controller configured to determine the plurality of operating regions includes adjusting reference data used to determine the plurality of operating regions based on the state of health of the first battery and the state of health of the second battery.

15. The electric vehicle of claim 14, wherein, The plurality of operating regions includes a higher voltage region and a lower voltage region; wherein the controller configured to control at least one of the power supply or the charging includes: controlling the power supply 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; or controlling the power supply 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.

16. The electric vehicle of claim 14, wherein, The adjusting the reference data includes: a first adjustment that adjusts the reference data to increase use of the higher voltage battery and decrease use of the lower voltage battery when a first state of health of the lower voltage battery of the first battery and the second battery is less than a second state of health of the higher voltage battery; or a second adjustment that adjusts the reference data to increase use of the lower voltage battery and decrease use of the higher voltage battery when the first state of health is greater than the second state of health.

17. The electric vehicle of claim 16, wherein, The adjusting the reference data further includes maintaining the reference data without any adjustment when the first state of health is equal to the second state of health.

18. The electric vehicle of claim 16, wherein, The first adjustment includes adjusting the reference data to expand a higher voltage discharge region or a charge region of the plurality of operating regions; The second adjustment includes adjusting the reference data to expand a lower voltage discharge region and / or a charge region of the plurality of operating regions.

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

20. The electric vehicle of claim 19, wherein, The at least one hysteresis is determined based on a mean value and a standard deviation obtained through learning.

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