Electric energy management system and method during running of electric vehicle

Abstract

The invention relates to an electric energy management system and method during driving of an electric vehicle. A power management method when an electric vehicle travels includes: entering a stop preparation mode when determining that a driver needs to have a rest and uses a stop mode from driver state information obtained by a driver information acquisition device while the vehicle travels; and performing charging control during the stop preparation mode to generate additional charging energy by a power generation device in consideration of vehicle driving energy when the vehicle reaches the selected stop location, the power generation device being configured to generate electric energy using vehicle fuel and store the additional charging energy in an energy storage device.

Description

Technical Field

[0001] This disclosure relates to an electric power management system and method for an electric vehicle in motion, the electric power management system and method being configured to execute a stationary mode that enables the use of electrical devices while the vehicle is parked without concern for battery charging and allows the vehicle user to rest or remain in the vehicle for extended periods. Background Technology

[0002] Recently, with the continuation of the era of high oil prices, the demand for electric vehicles has increased, and it is expected that the proportion of electric vehicles in all vehicles will gradually increase in the future.

[0003] Electric vehicles can be vehicles that use an electric motor as a drive unit to drive the vehicle, and vehicles that use an electric motor alone or use an electric motor and an engine (i.e., an internal combustion engine ICE) together are known.

[0004] Among electric vehicles, those that use only an electric motor include battery electric vehicles (BEVs) that use batteries as a power source (power supply) and fuel cell electric vehicles (FCEVs) that use fuel cells as the main power source.

[0005] In addition, vehicles that can use a combination of electric motor and engine power include conventional hybrid electric vehicles (HEVs) that can charge their batteries using only their own generators, and plug-in hybrid electric vehicles (PHEVs) that can be connected to an external power source to charge their batteries externally.

[0006] Among electric vehicles, those that can charge their batteries with an external power source are battery electric vehicles and plug-in hybrid electric vehicles, while those that use fuel-powered generators to charge their batteries are hybrid electric vehicles (i.e., HEVs and PHEVs) and fuel cell electric vehicles.

[0007] In the case of hybrid electric vehicles, the engine that uses fuel and the electric motor (HSG, drive motor, etc.) that receives the rotational power of the engine and generates electricity are the power generation devices, while in the case of fuel cell electric vehicles, the fuel cell that uses hydrogen as fuel gas is the power generation device.

[0008] In electric vehicles, battery electric vehicles (BEVs) are referred to as pure electric vehicles, while hybrid electric vehicles (HEVs and PHEVs) and fuel cell electric vehicles (FCEVs) driven by electric motors can also be broadly referred to as electric vehicles (xEVs).

[0009] In the case of electric vehicles, it is true that there are limitations to market expansion due to charging infrastructure and vehicle prices, but since they can be driven solely by an electric motor, many users are satisfied not only with quietness and interior comfort but also with driving performance.

[0010] With the COVID-19 pandemic over, vehicle users' lifestyles have changed significantly. They are spending more time in parked vehicles to rest and use various electrical devices, such as multimedia devices including audio equipment, air conditioning, electrical products including game consoles and smartphones, and in-vehicle electrical outlets. As a result, various research and development efforts are underway to further improve the in-vehicle living experience of electric vehicles.

[0011] For example, there is a known mode in which a vehicle is electrically connected to an external power source and utilizes the power supplied from the external power source. Separately from the current mode, there is a known mode in which a hybrid electric vehicle (HEV or PHEV) equipped with a high-voltage battery idles its own power generation device (i.e., engine) to use the rotational power of the engine to operate a motor or generator to generate electricity for the use of electrical devices such as air conditioning.

[0012] Furthermore, in the case of fuel cell electric vehicles equipped with fuel cells (which are power generation devices that use hydrogen as fuel) and high-voltage batteries, vehicle users can stay in fuel cell electric vehicles for extended periods of time while using electrical devices such as air conditioning.

[0013] However, in the case of hybrid electric vehicles, in order to continue using electricity, idling charging is performed to charge the battery by driving the engine. This causes problems such as noise, vibration, and soot. When the engine is idling for a long time, there are issues with engine durability.

[0014] Therefore, in order for vehicle users to rest or stay in the vehicle while it is parked without worrying about battery charging, it is necessary to manage the battery's state of charge (hereinafter referred to as "SOC") while driving the vehicle just before it arrives at the parking area.

[0015] However, in the past, there has been no known SOC management and control technology for future vehicle parking that manages the battery's SOC value in advance when the vehicle moves toward a parking area to use electricity while the vehicle is parked.

[0016] Furthermore, in the past, SOC control has primarily been used to improve fuel efficiency or driving performance, and SOC control for driver convenience remains unknown. Moreover, the reality is that existing electric field control technologies used to ensure SOC are only optimized for charging conditions.

[0017] The information included in this background is intended only to enhance the understanding of the general background of this disclosure and should not be construed as an admission or suggestion in any form that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0018] Various aspects of this disclosure are intended to provide an electric power management system and method for use in a vehicle mode (stay mode) while the vehicle is in motion. This electric power management system and method are suitable for electric vehicles configured to perform a stay mode that enables the use of electrical devices while the vehicle is parked without concern for battery charging and allows vehicle users to rest or stay in the vehicle for extended periods.

[0019] In one aspect, this disclosure provides an electric energy management system for use in an electrified vehicle, the electric energy management system comprising: a generator configured to generate electrical energy using vehicle fuel; an energy storage device operatively connected to the generator and configured to store electrical energy; a driver information acquisition device configured to acquire driver status information; and a control unit operatively connected to the driver information acquisition device and configured to determine, while the vehicle is in motion, whether the driver needs to rest and use a stop mode based on the driver status information acquired by the driver information acquisition device, wherein when the control unit determines that the driver needs to rest and use a stop mode, it enters a stop preparation mode and is configured to perform charging control during the stop preparation mode to generate additional charging energy by the generator considering the vehicle's driving energy when the vehicle arrives at a selected stop location, and to store the additional charging energy in the energy storage device.

[0020] In an exemplary embodiment of this disclosure, the dwell mode may be a mode configured to allow vehicle users to use vehicle energy, including electrical energy stored in an energy storage device, when they remain in the vehicle in a parked state.

[0021] In another exemplary embodiment of this disclosure, the power management system may further include an information output device configured to output information, and the control unit may be configured to control the information output device to recommend available rest locations when it is determined that the driver needs to rest and use the rest mode, and if the driver selects one of the recommended rest locations, the control unit may be configured to enter the rest preparation mode.

[0022] In yet another exemplary embodiment of this disclosure, the power management system may further include an input device connected to the control unit and configured to be used by a vehicle user, including a driver, to input or select information while the vehicle is in motion, and if the driver selects one of the recommended stops via the input device, the control unit may be configured to enter a stop preparation mode.

[0023] In yet another exemplary embodiment of this disclosure, the control unit may be configured to output a warning message recommending entry into a stop preparation mode when it is determined that the driver needs to rest and use a stop mode, and if the driver agrees to enter the stop preparation mode via an input device in response to the warning message, control may be executed to recommend a stop location.

[0024] In yet another exemplary embodiment of this disclosure, the power management system may further include a navigation device connected to the control unit to send information related to the vehicle's location and resting places around the vehicle to the control unit and guide a route to the resting places. The control unit may be configured to control an information output device to output information related to resting places around the vehicle when it is determined that the driver needs to rest and use a rest mode.

[0025] In another exemplary embodiment of this disclosure, the control unit may receive driving route information, including vehicle location information, road slope information to the stop location, and real-time traffic information to the stop location, from a navigation device installed in the vehicle, and may be configured to determine the vehicle driving energy to the stop location based on the received driving route information.

[0026] In yet another exemplary embodiment of this disclosure, charging control may be a control configured to increase the state of charge (SOC) value of the battery, which serves as an energy storage device, to a target SOC before the vehicle arrives at its destination.

[0027] In yet another exemplary embodiment of this disclosure, the target SOC may be set to the maximum permissible SOC value of the battery, and the control unit may be configured to determine the additional required energy from the additional required SOC value (which is the difference between the current battery SOC value and the target SOC value) and the battery capacity, and may be configured to determine the additional charging energy from the vehicle driving energy and the additional required energy.

[0028] In yet another exemplary embodiment of this disclosure, the vehicle may be a hybrid electric vehicle, the charging control may be a control configured to reduce the EV line configured to determine whether to turn the engine on or off, and the control unit may reduce the EV line by an amount corresponding to the change in additional charging energy.

[0029] In yet another exemplary embodiment of this disclosure, the vehicle may be a hybrid electric vehicle equipped with an engine and an electric motor as drive devices, and the power generation device may include an engine and at least one of the following: a starter generator connected to the engine and configured to transmit power to the engine to start the engine and configured to generate power using the rotational power of the engine; or a drive motor configured to generate power using the rotational power of the engine transmitted in the engaged state of the engine clutch.

[0030] In yet another exemplary embodiment of this disclosure, the vehicle may be a fuel cell electric vehicle, and the power generation device is a fuel cell system including a fuel cell configured to generate electrical energy using fuel gas.

[0031] In another exemplary embodiment of this disclosure, the driver information acquisition device may include a gaze state detector and an electroencephalogram (EEG) measuring device. The gaze state detector is configured to capture images of the driver with a camera and obtain the driver's forward gaze state information based on the captured images of the driver. The EEG measuring device is configured to measure the driver's brain waves and obtain the driver's driving state information based on the measured EEG information.

[0032] In another exemplary embodiment of this disclosure, the control unit may be configured to determine that the driver needs to rest or use a stop mode if the continuous driving time after the vehicle starts exceeds a set time, if the forward gaze ratio (%) (as driver's forward gaze state information received from the gaze state detector), which is defined as the ratio of the driver's forward gaze time to the set time, is less than a predetermined value, or if a signal indicating drowsiness is received from the electroencephalogram (EEG) measuring device as driver's driving state information.

[0033] In another aspect, this disclosure provides a method for managing electrical energy during the driving of an electric vehicle, comprising: determining, by means of a control unit, whether the driver needs to rest and use a stop mode based on driver status information obtained by a driver information acquisition device during vehicle operation; when it is determined that the driver needs to rest and use a stop mode, entering a stop preparation mode by means of a control unit; and, during the stop preparation mode, performing charging control by means of a control unit to generate additional charging energy by means of a power generation device considering the vehicle's driving energy when the vehicle arrives at the selected stop location, the power generation device being configured to generate electrical energy using vehicle fuel and storing the additional charging energy in an energy storage device.

[0034] In an exemplary embodiment of this disclosure, the power management method may further include: when it is determined that the driver needs to rest and use the stop mode, the control unit controls the information output device to recommend the stop location available for the stop mode, and if the driver selects one of the recommended stop locations, the control unit may be set to enter the stop preparation mode.

[0035] In another exemplary embodiment of this disclosure, charging control may be a control configured to increase the state of charge (SOC) value of the battery, which serves as an energy storage device, to a target SOC before the vehicle arrives at its destination.

[0036] In yet another exemplary embodiment of this disclosure, the target SOC may be set to the maximum permissible SOC value of the battery, and the control unit may be configured to determine the additional required energy from the additional required SOC value (which is the difference between the current battery SOC value and the target SOC value) and the battery capacity, and may be configured to determine the additional charging energy from the vehicle driving energy and the additional required energy.

[0037] In yet another exemplary embodiment of this disclosure, the vehicle may be a hybrid electric vehicle, the charging control may be a control configured to reduce the EV line configured to determine whether to turn the engine on or off, and the control unit may reduce the EV line by an amount corresponding to the additional charging energy.

[0038] In another exemplary embodiment of this disclosure, the driver information acquisition device may include: a gaze state detector configured to capture a driver's image with a camera and obtain the driver's forward gaze state information based on the captured driver image; and an electroencephalogram (EEG) measuring device configured to measure the driver's brain waves and obtain the driver's driving state information based on the measured EEG information.

[0039] In another exemplary embodiment of this disclosure, the control unit may be configured to determine that the driver needs to rest or use a stop mode if the continuous driving time after the vehicle starts exceeds a set time, if the forward gaze ratio (%) (as forward gaze state information of the driver received from the gaze state detector), which is defined as the ratio of forward gaze time to the set time, is less than a predetermined value, or if a signal indicating drowsiness is received from the EEG measuring device as driving state information of the driver.

[0040] Other aspects and exemplary embodiments of this disclosure are discussed below.

[0041] The above and other features of this disclosure are discussed below.

[0042] The methods and apparatus of this disclosure have other features and advantages that will be apparent from or set forth in more detail in the accompanying drawings and the detailed description which are incorporated herein and together serve to explain certain principles of this disclosure. Attached Figure Description

[0043] Figure 1 This is a block diagram illustrating the configuration of a system for an electric vehicle that applies the present disclosure.

[0044] Figure 2 This is a block diagram illustrating control elements and operating elements for performing a control process for energy management during driving, according to an exemplary embodiment of the present disclosure.

[0045] Figure 3This is a flowchart illustrating a control process for managing electrical energy according to an exemplary embodiment of the present disclosure.

[0046] It should be understood that the accompanying drawings are not necessarily drawn to scale and present slightly simplified representations of various exemplary features illustrating the basic principles of this disclosure. Specific design features of this disclosure as included herein (including, for example, specific dimensions, orientations, positions, and shapes) will be determined in part by the specific intended application and usage environment.

[0047] In the accompanying drawings, reference numerals throughout the drawings refer to the same or equivalent parts of this disclosure. Detailed Implementation

[0048] In the following, various exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The specific structural or functional descriptions set forth in the exemplary embodiments of the present disclosure are merely illustrative to describe exemplary embodiments according to the concepts of the present disclosure, and exemplary embodiments according to the concepts of the present disclosure may be embodied in different forms. Furthermore, the present disclosure should not be construed as limiting itself to the exemplary embodiments set forth herein, and it will be understood that the present disclosure includes all modifications, equivalents, or substitutions included within the spirit and scope of the present disclosure.

[0049] In the following description of the embodiments, terms such as “first” and “second” are used only to describe various elements, and these elements should not be construed as being limited by these terms. These terms are only used to distinguish one element from other elements. For example, without departing from the scope of this disclosure, a first element described below may be referred to as a second element, and similarly, a second element described below may be referred to as a first element.

[0050] When a component or layer is described as "connected to" or "attached to" another component or layer, it may be directly connected to or attached to that other component or layer, or there may be intermediate components or layers. Conversely, when a component or layer is described as "directly connected to" or "directly attached to" another component or layer, there may be no intermediate components or layers. Other terms used to describe relationships between components should be interpreted in a similar manner, such as "between" and "directly between," "adjacent" and "directly adjacent," etc.

[0051] Where possible, the same reference numerals will be used throughout the following description to refer to the same or similar parts. The terminology used herein is for describing various exemplary embodiments only and is not intended to be limiting. As used herein, the singular form may also be intended to include the plural form unless the context clearly indicates otherwise. The terms “includes,” “including,” “containing,” and “having” are inclusive and therefore specify the presence of the stated feature, integral, operation, action, element, component, and / or combination thereof, but do not exclude the presence or addition of one or more other features, integrals, operations, actions, elements, components, and / or combinations thereof.

[0052] This disclosure provides an electric power management system and method for preparing a vehicle mode when moving to a parking area. The electric power management system and method are applicable to electric vehicles configured to perform a vehicle mode (stay mode), which enables the use of electrical devices while the vehicle is parked without worrying about battery charging and allows vehicle users to rest or stay in the vehicle for extended periods.

[0053] Electric vehicles using this disclosure may be hybrid electric vehicles (HEVs or PHEVs) or fuel cell electric vehicles (FCEVs) equipped with a high-voltage battery, a self-generating power generation device that uses fuel to generate electricity, and a charging device configured to charge the battery using the electricity generated by the generating device.

[0054] In a hybrid electric vehicle, the power generation unit may include an engine driven by fuel to generate and provide rotational power, and an electric motor that can operate as a generator by receiving rotational power from the engine. Here, the electric motor may be a hybrid starter-generator (HSG) that functions as a starter generator, or a drive motor that is configured to drive the vehicle.

[0055] In fuel cell hybrid electric vehicles, the power generation unit may include a fuel cell that uses hydrogen as fuel to generate electricity. Typically, fuel cells used in vehicles refer to fuel cell stacks formed by stacking cell units to meet the required output.

[0056] In fuel cell hybrid electric vehicles, the power generation device can be a fuel cell system that includes a fuel cell stack and stack operation devices, such as an air supply device, a hydrogen supply device, and a thermal management system configured to operate the fuel cell stack.

[0057] Furthermore, in hybrid electric vehicles and fuel cell electric vehicles, the charging devices installed in the vehicle may include power conversion devices, such as inverters or converters for charging the high-voltage battery, which serves as the vehicle's energy storage device.

[0058] This disclosure aims to provide a comfortable indoor living environment in hybrid electric vehicles (HEVs or PHEVs) or fuel cell electric vehicles (FCEVs), just like battery electric vehicles (BEVs) which are pure electric vehicles, and to allow the vehicle's electrical and electronic devices to be used for as long as possible without worrying about battery charging. The hybrid electric vehicles or fuel cell electric vehicles include the self-generating power generation devices described above and allow vehicle users (such as drivers) to perform various activities inside the vehicle or outdoors around the vehicle.

[0059] In an exemplary embodiment of this disclosure, as a vehicle mode that allows vehicle users to rest or stay indoors for extended periods, a mode in which vehicle users can rest or stay while using electrical devices will be referred to as a "stay mode," wherein the power generated by the vehicle's self-generating device using vehicle fuel or the battery power charged by the self-generating device (including battery power charged while driving) is used.

[0060] A stationary mode can be defined as a mode that is set up and provided such that vehicle energy, including electrical energy stored in the vehicle's energy storage devices (e.g., batteries), is available when a vehicle user remains in the vehicle while it is parked.

[0061] Furthermore, in an exemplary embodiment of this disclosure, the mode in which the control of power management according to an exemplary embodiment of this disclosure is performed when the vehicle is traveling to a location where a stop mode will be executed (i.e., a location where the vehicle user may stop, such as a parking lot, rest area, or rest stop) will be referred to as a "stop preparation mode".

[0062] The parking preparation mode is a mode that is used during driving to prepare for parking when the vehicle is parked. It assumes that the parking mode will be executed after the vehicle has stopped, and that power management will be performed when the vehicle moves to a space where the parking mode will be used.

[0063] Therefore, after the stop preparation mode of performing power management while driving according to the exemplary embodiment of this disclosure, the stop mode can be executed when the vehicle arrives at the stop location (i.e., the stop location) input and selected by the driver.

[0064] In electric vehicles using this disclosure, during parking mode, air conditioning units configured to create a comfortable interior environment when parked, infotainment devices with integrated functions providing information and entertainment, and various electrical devices and on-board sockets located in or connected to the vehicle can be used.

[0065] In addition, in the parking mode, engine starting can be minimized and stopped to reduce emotional dissatisfaction (such as engine idling noise when switching from EV mode to HEV mode), and the vehicle can be used as a rest area for the driver to rest in the vehicle when parked after the driver has started working to avoid peak hours.

[0066] In this type of parking mode provided by electric vehicles, compared to conventional internal combustion engine (ICE) vehicles that perform long periods of engine idling (idling), vehicle fuel efficiency can be improved, exhaust emissions can be reduced, and engine durability can be increased.

[0067] From the perspective of vehicle manufacturers, there is the potential to change consumer perception of hybrid electric vehicles, which are still perceived as being closer to conventional internal combustion engine (ICE) vehicles than to pure electric vehicles, and therefore, can respond more effectively and naturally to the market changes occurring today during the transition to electric vehicles.

[0068] Previously, battery SOC management and control methods for vehicle operation in order to execute a parking preparation mode were unknown. However, battery SOC management through energy prediction is known, and this is a control method used to maximize vehicle fuel efficiency. However, its control logic and process are complex and therefore unsuitable for applications that prepare a parking mode for driver convenience.

[0069] If the battery's SOC cannot be adequately ensured while the vehicle is in motion just before reaching the location where the vehicle's parking mode will be activated, the convenience of parking mode may be halved, potentially reducing the frequency of driver use of parking mode and also contributing to deterioration in vehicle marketability.

[0070] Therefore, in an exemplary embodiment of this disclosure, if the driver desires a parking mode, the vehicle can enter a parking preparation mode to perform controls for power management while the vehicle is in motion, allowing the driver to use the parking mode more comfortably after parking.

[0071] Furthermore, this disclosure proposes systems and methods that can facilitate control progress for power management during driving by simplifying control logic, wherein power management during driving is used for preparation of parking modes, and the systems and methods can minimize the difference perceived by the driver when performing actual control.

[0072] Figure 1 This is a block diagram illustrating the configuration of a system for an electric vehicle applying the present disclosure, and Figure 2 This is a block diagram illustrating control elements and operating elements that perform a control process for power management during driving, according to an exemplary embodiment of the present disclosure.

[0073] Figure 1 The diagram illustrates the configuration of a hybrid powertrain system including a parallel hybrid electric vehicle. As shown in the figure, the hybrid powertrain system includes an engine 1 and an electric motor 3 as drive units for vehicle operation; an engine clutch 2 located between the engine 1 and the electric motor 3; a transmission 4 connected to the output side of the electric motor 3, the electric motor 3 being configured to transmit power to the transmission; an inverter 5 configured to drive the electric motor 3; and an energy storage system (ESS) 8 connected to the electric motor 3 via the inverter 5, configured to be charged and discharged as an energy source (power supply) for the electric motor 3.

[0074] Here, motor 3 (i.e., the motor is a drive unit configured to drive the vehicle) is a drive motor installed as a vehicle drive source in a typical hybrid electric vehicle. Furthermore, ESS 8 may include one or both of a battery and a capacitor.

[0075] In the following description, the battery is ESS 8, which is connected via inverters 5 and 7 to a self-generating device of an electric vehicle using the present disclosure. Inverters 5 and 7 are charging devices. ESS 8 is configured to be charged and discharged and may be a high-voltage battery installed in a typical hybrid electric vehicle.

[0076] exist Figure 1 In the reference numeral "6", a separate motor, namely a hybrid starter generator (HSG), is connected to engine 1 and configured to transmit power to engine 1 and start engine 1 or generate electricity using the rotational power transmitted from engine 1.

[0077] HSG 6 operates as a motor or generator and is connected to ESS 8 via inverter 7. ESS 8 is configured to be charged and discharged. Furthermore, HSG 6 is connected to engine 1 via a power transmission device (e.g., belts and pulleys or gears) configured to always transmit power to the engine.

[0078] Although Figure 1 A hybrid system including an HSG 6 connected to an engine 1 is shown. The HSG 6 is configured to transmit power to the engine 1 at any time. However, the electric vehicle to which this disclosure applies may be a hybrid electric vehicle in which, instead of the HSG 6 described above, a separate motor is installed, including a rotating shaft directly connected to the output side of the engine 1 for transmitting power to the engine 1.

[0079] That is, in Figure 1In the hybrid system shown, HSG 6 can be removed, and a disconnect motor directly connected to the output side of engine 1, configured to transmit power to engine 1, can be positioned between engine 1 and engine clutch 2. This motor can be used to start engine 1 and can also be used to assist engine power in driving the vehicle or to generate electricity using engine power. The motor on the output side of engine 1 is also connected to ESS 8 via an inverter, ESS 8 being configured for charging and discharging.

[0080] The engine clutch 2 is hydraulically engaged (closed) to connect the engine 1 and the motor 3, allowing power to be transmitted between them, or it can be disengaged (opened) to separate the engine 1 and the motor 3. In a hybrid electric vehicle, during idling charging, the rotational power of the engine 1 can be blocked from being transmitted to the motor 3, and at this time, the engine clutch 2 is controlled to separate the engine 1 and the motor 3 to block power transmission.

[0081] exist Figure 1 In this configuration, each inverter 5 or 7 converts the direct current (DC) from the ESS 8 into three-phase alternating current (AC) to drive the motor 3 or HSG 6, and supplies the three-phase AC power to the motor 3 or HSG 6. On the other hand, if the motor 3 and HSG 6 are operated to generate electricity, each inverter 5 or 7 converts the AC power generated by the motor 3 or HSG 6 into DC power and supplies that DC power to the ESS 8.

[0082] Additionally, the transmission 4 transmits the power from the motor 3, or the combined power from the engine 1 and the motor 3, via the drive shaft and drive wheels L and R. Figure 1 In this configuration, fuel tank 9 stores fuel to be supplied to engine 1. The fuel can be any known engine fuel, such as gasoline, diesel, or LPG.

[0083] Figure 1 A hybrid power system is shown, and if the electric vehicle to which this disclosure is applied is a hybrid electric vehicle, the power generation device may include an engine 1 that generates and provides rotational power, and an electric motor that receives the rotational power from the engine 1 and operates as a generator.

[0084] Here, the motor can be at least one of drive motor 3 and HSG 6, and HSG 6 can be operated as a generator to charge the battery using the rotational power of engine 1. The battery is ESS 8. Alternatively, if the vehicle is temporarily stopped or parked while driving, HSG 6 and drive motor 3 can be operated as a generator to charge the battery using the rotational power of engine 1. The battery is ESS 8.

[0085] In addition, any motor connected to the engine 1 to receive rotational power from the engine 1 and installed in the vehicle to generate electricity through the rotational power of the engine 1 and to charge the battery can be used together with the engine 1 as a component of a power generation device.

[0086] If the battery is charged using HSG 6, the engine clutch 2 is disengaged so that the rotational power of the engine 1 is not transmitted to the drive motor 3. If the battery is charged using the drive motor 3, the transmission 4 is controlled in a state where the power transmission to its output shaft is blocked, that is, in neutral (N) state when the engine clutch 2 is engaged.

[0087] If the electric vehicle using this disclosure is a fuel cell electric vehicle (FCEV), then Figure 1 The fuel tank 9 was replaced by a hydrogen tank that stores hydrogen as fuel gas, and the power generation unit (i.e., engine 1 and HSG 6) was replaced by a fuel cell stack.

[0088] It is set Figure 1 The hybrid vehicle can be driven in either electric vehicle (EV) mode or hybrid electric vehicle (HEV) mode. The electric vehicle (EV) mode is a pure electric vehicle mode that uses only the power of motor 3, while the hybrid electric vehicle (HEV) mode combines the power of engine 1 and the power of motor 3.

[0089] Furthermore, when the vehicle is braked (when the vehicle decelerates due to brake pedal input) or when the vehicle decelerates due to inertia via coasting, a regenerative mode is activated. In this mode, the vehicle's kinetic energy is recovered as electrical energy via an electric generator to charge the battery. This regenerative mode function is important for improving vehicle efficiency and fuel efficiency in hybrid electric vehicles.

[0090] In addition, the hybrid electric vehicle is equipped with a hybrid control unit (HCU) and various other control units. The hybrid control unit is also known as the vehicle control unit (VCU) 21. The vehicle control unit is a higher-level control unit configured to control the overall operation of the vehicle, and the various other control units are configured to control various devices of the vehicle.

[0091] For example, the following may be provided: an engine control unit (ECU) 22 configured to control the operation of the engine 1; an electric motor control unit (MCU) 23 configured to control the operation of the electric motor 3; a battery management system (BMS) 24 that collects battery status information, utilizes information for battery charging and discharging control or provides information to other control units, and is configured to perform control for managing the battery (which is ESS 8); and a transmission control unit (TCU) 25 configured to control the operation of the transmission 4.

[0092] The hybrid control unit 21 and the corresponding control units 22, 23, 24 and 25 perform cooperative control while exchanging information with each other through communication for vehicle power control and drive control, shift control, power generation control, battery charging and discharging control, etc., and the upper control unit 21 sends control commands to the lower control units 22, 23, 24 and 25, while collecting various information from the lower control units 22, 23, 24 and 25.

[0093] The control process for managing electrical energy while driving, according to an exemplary embodiment of this disclosure, can be executed in an electric vehicle by multiple control units that perform cooperative control as described above, or by a control unit in which at least some control units are integrated, instead of the aforementioned multiple control units. For example, the control process can be executed by a vehicle domain control unit (VDCU) in which multiple control units, including a hybrid control unit (HCU), are integrated.

[0094] Furthermore, the control process can be performed by a single control unit that integrates the functions of multiple control units. Although the control entity has been described above as being divided into multiple control units, the control process for power management during driving according to an exemplary embodiment of this disclosure can be performed by a single control element that can replace the multiple control units described above in performing the functions of the multiple control units as a whole.

[0095] In exemplary embodiments of this disclosure, multiple control units and a single control element may be collectively referred to as a control unit, and the control process according to exemplary embodiments of this disclosure, as described below, can be executed by this control unit. In the following description, control unit 20 refers to multiple control units and a single control element.

[0096] In addition to the control unit 20, the control system configured to perform power management according to an exemplary embodiment of the present disclosure also includes an input device 11, a driver information acquisition device 12, an information output device 30, and a navigation device 40.

[0097] According to an exemplary embodiment of this disclosure, the input device 11 is used when a vehicle user (hereinafter, including the driver) wants to input necessary information during the power management and control process while driving. For example, a vehicle user (e.g., the driver) can request to enter a stop preparation mode or select to enter a stop preparation mode by operating the input device 11.

[0098] Input device 11 is electrically connected to control unit 20. That is, input device 11 is connected to control unit 20 so that electrical signals can be input through input device 11, and any unit (such as a switch, button or touch screen) provided in the vehicle for operation to input and select can be used as input device 11 in the exemplary embodiments of this disclosure.

[0099] For example, input device 11 may be an input device for an audio, video and navigation (AVN) system or an audio, video, navigation and telematics (AVNT) system, and may be a touch screen of an audio, video and navigation (AVN) system or an AVNT system.

[0100] Furthermore, the input device 11 may include a mobile device configured to install and execute applications related to the dwell mode. The mobile device may be able to connect to the control unit 20 in the vehicle, and for the present purpose, use an input / output communication interface for a communication connection between the mobile device and the control unit 20.

[0101] Therefore, when an electrical signal depending on the operation of the input device 11 is input to the control unit 20, the control unit 20 can recognize the vehicle user's request or selection to enter the standby preparation mode, and then enter and begin the standby preparation mode.

[0102] The information output device 30 outputs various information that needs to be provided to vehicle users (such as drivers) during the control process for power management while driving according to an exemplary embodiment of the present disclosure, and the information output device 30 may include a display device for displaying information, and may further include a sound output device for outputting information as sound.

[0103] Here, the display device may include a cluster display device or navigation device 40. If the cluster is used as a display device, the cluster control unit, as the control subject performing communication and cooperative control with other control units, participates in the control process according to the exemplary embodiments of this disclosure.

[0104] The navigation device 40 is electrically connected to the control unit 20 to enable signal input and output and is configured to perform normal road guidance functions. That is, when the driver inputs and sets a destination in the navigation device 40, the navigation device 40 searches for and generates a driving route to the destination and is configured to determine the expected driving distance, expected driving time, and expected arrival time for each driving route.

[0105] Subsequently, the navigation device 40 displays various navigation information via a display device, including the driving route selected by the driver on the map, speed limits, remaining driving distance and time to the destination, and expected arrival time, to provide navigation information to the driver. Additionally, when the vehicle reaches its destination, the navigation device 40 sends and inputs destination arrival information to the control unit 20 to notify the vehicle of its arrival.

[0106] In addition, the navigation device 40 sends information about stopping points around the vehicle, real-time vehicle location information obtained through the built-in Global Positioning System (GPS) receiver, road slope information to the stopping point, and real-time traffic information to the stopping point received from outside the vehicle, wherein a stopping mode is executed and used at the stopping point.

[0107] In an exemplary embodiment of this disclosure, if it is determined based on the driver status information obtained by the driver information acquisition device 12 that the driver needs to rest and use the stay mode, the control unit 20 recommends entering the stay preparation mode through the information output device 30.

[0108] In an exemplary embodiment of this disclosure, the driver information acquisition device 12 is configured to acquire driver state information and may include a gaze state detector and an electroencephalogram (EEG) measuring device. The gaze state detector captures an image of the driver and acquires the driver's forward gaze state information based on the captured driver image. The EEG measuring device is configured to measure the driver's brain waves and acquire the driver's driving state information based on the measured EEG information.

[0109] Here, the gaze state detector may include: a camera for capturing images of the driver; and a determiner configured to analyze and determine the driver's forward gaze state based on the driver images captured by the camera and output information indicating the forward gaze state (i.e., the driver's forward gaze state information).

[0110] In an exemplary embodiment of this disclosure, the determiner of the gaze state detector may be a processor and a memory.

[0111] The camera can be positioned in front of the driver's seat in the vehicle to photograph the driver, and can be configured to capture driver images including the area in front of the driver's upper body and the surrounding environment, or at least driver images including the driver's face and the surrounding environment. The camera sends the captured driver images to a determiner in real time.

[0112] In an exemplary embodiment of this disclosure, a determiner for a gaze state detector is provided to store driver images received from a camera in real time, analyze and determine the driver's forward gaze state from the received driver images using image analysis algorithms that are widely known in the field of image recognition, and output information indicating the determined driver's forward gaze state.

[0113] For example, an image analysis algorithm can extract multiple feature points from a driver's image, use boundary extraction techniques to extract the driver's facial contour based on these extracted feature points, extract specific information about the internal regions of the facial contour based on the extracted facial contour information, and determine whether the driver is looking straight ahead based on whether there are changes in this specific information. Here, the specific information about the internal regions can be information corresponding to the position of the pupils.

[0114] In this case, information related to the state of the vehicle being driven when the driver is looking forward from the driver's seat can be pre-stored in the determiner and then used. Also, if the state of the vehicle being driven when the driver is looking forward from the driver's seat is pre-captured by the camera before the image analysis algorithm is executed, reference information obtained from the driver image captured at this moment can be pre-stored and registered by the determiner. The reference information can be used to determine whether the driver is looking forward by comparing the information extracted from the driver image obtained in real time by the determiner with the reference information.

[0115] To explain in more detail, facial contours are extracted from driver image information captured when the driver is looking ahead and stored as reference facial contour information. Specific information about the internal regions of the reference facial contour (i.e., information corresponding to the position of the pupils) is image-processed and stored as reference pupil information.

[0116] The process of capturing an image of the driver while the driver is looking ahead to obtain reference facial contour information and reference pupil information can be a process that the driver executes in advance with guidance from within the vehicle.

[0117] Subsequently, when actual driving begins and the determiner receives driver images captured by the camera in real time, the determiner can extract the driver's facial contour information and pupil information from the real-time captured driver images. It can also be configured to determine whether the driver is looking ahead by comparing the extracted driver's facial contour information and pupil information with reference facial contour information and reference pupil information to determine whether they match or the degree to which the face and gaze angle differ from each other.

[0118] Alternatively, as an exemplary embodiment of this disclosure, an image analysis algorithm may be provided to obtain real-time gaze data of the driver based on driver images received from a camera, and then determine the driver's forward gaze state based on the obtained driver gaze data.

[0119] Here, the driver's gaze data may include 3D gaze coordinates corresponding to the driver's pupils, and the 3D gaze coordinates may include coordinates that include the depth direction (perspective).

[0120] In this case, driver gaze data when the driver is driving the vehicle and simultaneously looking forward from the driver's seat can be pre-stored in the determiner and then used, and the determiner can be configured to determine whether the driver is looking forward by comparing gaze data obtained in real time from driver images received from the camera during actual driving with the stored gaze data.

[0121] If the gaze data during actual driving shows a difference from the stored gaze data that is at or greater than the set level, it can be determined that the driver is not looking ahead.

[0122] Furthermore, in an exemplary embodiment of this disclosure, the information indicating the driver's forward gaze status may be a forward gaze ratio, and the forward gaze ratio may be determined based on the time the driver is not looking ahead (i.e., forward non-gazing time).

[0123] For example, the forward gaze ratio can be defined as the ratio (%) of forward gaze time to a preset time. Here, forward gaze time can be determined by measuring the time the driver gazes forward using a determinant.

[0124] In an exemplary embodiment of this disclosure, the control unit 20, which is a determiner of the gaze state detector, may be configured to receive the forward gaze ratio determined as described above from the gaze state detector, and if the received forward gaze ratio is lower than a predetermined value, recommend entering the dwell preparation mode via the information output device 30.

[0125] In an exemplary embodiment of this disclosure, the brainwave measurement device may include: a brainwave detection sensor configured to detect the brainwaves of a driver; and a determiner configured to determine the driver's driving state information based on the driver's brainwave information detected in real time by the brainwave detection sensor and output the determined driver's driving state information.

[0126] In an exemplary embodiment of this disclosure, the determiner of the electroencephalogram (EEG) measuring device may be a processor and a memory.

[0127] The brainwave detection sensor can be implemented in various forms that can be worn on the driver's head, such as a strap that can be detachably attached to the driver's head or a headset.

[0128] The brainwave detection sensor may include multiple electrode units configured to contact the driver's brain when worn by the driver. At least one of the electrode units may be arranged to detect brainwaves generated from the anterior and occipital lobes of the driver's brain, and at least one other electrode unit may be configured to detect brainwaves generated from the anterior and occipital lobes of the driver's brain. However, this is an example, and the present disclosure is not necessarily limited thereto.

[0129] The determiner of the EEG measuring device is configured to determine whether the driver's driving state is drowsy from the EEG information detected by the EEG detection sensor, and if the driver's driving state is determined to be drowsy, output a signal indicating drowsy state as the driver's driving state information to the control unit 20.

[0130] In an exemplary embodiment of this disclosure, if the control unit 20 receives information from the EEG measuring device indicating the driver's drowsy state, the control unit 20, which is the determiner of the EEG measuring device, can be set to recommend entering the stay preparation mode via the information output device 30.

[0131] As described above, known methods can be used as brainwave analysis methods to determine the driver's driving state and whether the driver is drowsy based on brainwave information detected by electrode units.

[0132] Methods or processes for determining whether a driver is drowsy from brainwave information are known to those skilled in the art, and therefore their detailed description will be omitted here.

[0133] In this mode, the driver's forward gaze state information input from the determiner of the gaze state detector and the driver's driving state information input from the determiner of the electroencephalogram measuring device can be input to the control unit 20.

[0134] In an exemplary embodiment of this disclosure, the control unit 20, which serves as a determiner for both the gaze state detector and the electroencephalogram (EEG) measuring device, is configured to determine whether the driver needs to rest and use the stop preparation mode based on input driver's forward gaze state information and driver's driving state information, and if it is determined that the driver needs to rest and use the stop preparation mode, then the information output device 30 recommends entering the stop preparation mode.

[0135] The input device 11, driver information acquisition device 12, information output device 30 and navigation device 40 have been described above. These devices 11, 12, 30 and 40 are electrically connected to the control unit 20 to input electrical signals to the control unit 20 or receive electrical signals from the control unit 20.

[0136] although Figure 2The input device 11, information output device 30, and navigation device 40 are shown as separate components. However, these devices 11, 30, and 40 can be replaced by an audio, video, and navigation (AVN) or AVNT system, which is pre-installed in the vehicle and configured to perform the functions of devices 11, 30, and 40. In this case, the control unit of the audio, video, and navigation (AVN) or AVNT system can be a control entity that performs communication and cooperative control with other control units and can participate in the control process of this disclosure.

[0137] The power management method according to exemplary embodiments of the present disclosure will be described in detail below.

[0138] Figure 3 This is a flowchart illustrating a control process for managing electrical energy according to an exemplary embodiment of the present disclosure.

[0139] This disclosure relates to an electrical power management system and method during a standby preparation mode while the vehicle is in motion. Providing a standby mode requires that vehicle users (such as drivers) can use electrical devices in the vehicle while it is parked, and simultaneously rest or remain at a location within the vehicle (hereinafter referred to as a "standby location").

[0140] With this in mind, in an exemplary embodiment of this disclosure, if a vehicle user inputs or selects a desired stopping location via input device 11 while the vehicle is in motion, the control unit 20 can be configured to enter a stopping preparation mode. Therefore, the control unit 20 can be configured to perform power management processing during the stopping preparation mode while in motion for use in the stopping mode at the stopping location.

[0141] For vehicle users such as drivers, the method for determining whether to enter a stop preparation mode and initiate power management control while driving can be achieved by having the driver select and input the stop location of his or her own preference.

[0142] In an exemplary embodiment of this disclosure, the stop preparation mode includes an active mode in which, if the driver wants to enter the stop preparation mode while driving, the driver requests the vehicle to enter the stop preparation mode, and when the vehicle recommends stop locations around the vehicle's current location, the driver selects one of the recommended stop locations, thereby the vehicle enters the stop preparation mode.

[0143] In addition, the parking preparation mode includes a passive mode. In the passive mode, if the vehicle first recommends entering the parking preparation mode and the driver agrees to enter the parking preparation mode via input device 11, the vehicle recommends parking locations around the vehicle's current location. The driver selects one of the recommended parking locations, and the vehicle enters the parking preparation mode.

[0144] In an exemplary embodiment of this disclosure, if the driver selects one of an active mode and a passive mode via the input device 11, the control unit 20 may allow the vehicle to enter a standby preparation mode in the mode selected by the driver.

[0145] In active mode, if the driver wants to enter the standby preparation mode, the driver can request the vehicle's control unit 20 to enter the standby preparation mode through the input device 11, and the control unit 20 can output information related to the nearest standby location (standby location) to the vehicle's current location through the information output device 30 to notify the driver of this information.

[0146] Next, as a method for the driver to determine and select to enter the stop preparation mode and start power management control, the driver can select and input the stop location he or she wishes to use.

[0147] That is, if the driver inputs his or her desired stopping location via input device 11, the control unit 20 enters the stopping preparation mode and begins control for power management while driving.

[0148] In passive mode, if the vehicle recommends the driver to enter the stop preparation mode and recommends a stop location through the information output device 30, the driver can finally select one of the stop locations through the input device 11.

[0149] At this time, if the driver selects one of the stopping locations via input device 11, the control unit 20 receiving the selected stopping location enters the stopping preparation mode and begins control for power management while driving.

[0150] If, in passive mode, the control unit 20 determines that the driver needs to rest and use the stay mode based on the driver status information obtained through the driver information acquisition device 12, the control unit 20 can be set to recommend entering the stay preparation mode through the information output device 30.

[0151] refer to Figure 3 As shown in the flowchart, if the driver attention warning system requires a driver attention warning, the control unit 20 can be set to recommend entering the standby preparation mode.

[0152] Here, the driver attention warning can be a warning indicating that the continuous driving time after starting the vehicle exceeds a set time A (operation S1). That is, if the continuous driving time exceeds the set time A, the control unit 20 can recommend entering the standby preparation mode through the information output device 30 (operation S4).

[0153] Furthermore, if the forward gaze ratio received from the driver information acquisition device 12 is less than a predetermined value α (yes in operation S2) when the continuous driving time has not exceeded the set time A, the control unit 20 can recommend entering the standby preparation mode through the information output device 30 (operation S4).

[0154] Furthermore, if the forward gaze ratio received from the driver information acquisition device 12 is greater than or equal to a predetermined value α when the continuous driving time does not exceed the set time A, and the driver's driving state received from the driver information acquisition device 12 is drowsy (in operation S3, yes), then the control unit 20 can recommend entering the standby preparation mode through the information output device 30 (operation S4).

[0155] If the continuous driving time does not exceed the set time A, and the forward gaze ratio is greater than or equal to the predetermined value α, and the driver's driving state received from the driver information acquisition device 12 is not drowsy, then the stop preparation mode will not be executed and entering the stop preparation mode will not be recommended.

[0156] When the control unit 20 recommends entering the standby preparation mode via the information output device 30 as described above, the control unit 20 is configured to control the operation of the information output device 30 to output a warning message recommending entering the standby preparation mode and requesting the driver's consent to enter the standby preparation mode.

[0157] A warning message recommending entry into the standby preparation mode is output to notify the driver that they need to rest or sleep and to receive consent to enter the standby preparation mode. At this time, the information output device 30 is controlled by the control unit 20 to display the warning message.

[0158] After that, Figure 3 In operation S5, if the driver responds to the warning message by inputting consent to enter the standby preparation mode through the input device 11, the control unit 20 outputs a notification message to enter the standby preparation mode through the information output device 30 (operation S6).

[0159] Subsequently, the control unit 20 displays information related to the places of stay (i.e., places of stay such as parking lots, rest areas or rest stops) via the information output device 30 to recommend places of stay (operation S7). Therefore, in operation S8, the driver selects one of the displayed places of stay via the input device 11.

[0160] If the driver does not select a stop location within the set time, the system can automatically select the stop location closest to the vehicle's current location (operation S9).

[0161] At this time, when the navigation device 40 displays the route guidance to the destination, after the driver selects a stop location as described above, the navigation device 40 outputs the location information of the stop location selected by the driver (operation S10), sets the stop location as a stop point on the route to the destination, and then displays the route guidance to move to the stop location (operation S10).

[0162] In addition, the control unit 20 is configured to determine whether the distance to the stop location received by the navigation device 40 and selected by the driver corresponds to a controllable distance for power management, i.e., a controllable distance (operation S11).

[0163] Here, if the distance to the stop does not correspond to the controllable distance, for example, if the distance to the stop is shorter than the controllable distance, the driver can be notified by the information output device 30 that the stop preparation mode is not configured to be executed, and the stop preparation mode can be not executed.

[0164] On the other hand, if the distance to the stop point corresponds to a controllable distance, the control unit 20 can start control for power management while driving, and at this time, the control unit 20 receives the driving route information of the stop point (the location where the stop mode will be executed) from the navigation device 40.

[0165] In an exemplary embodiment of this disclosure, if the SOC value that can be increased from the current point in time by normal battery SOC control is greater than or equal to a set ratio (e.g., 10%) corresponding to the current SOC value, then the distance to the stop location can be set to be determined as corresponding to a controllable distance.

[0166] If the SOC value that can be increased from the current point in time through normal battery SOC control is less than the value corresponding to the set ratio, then the distance to the stop location can be set as not corresponding to a controllable distance, because the battery SOC control is not performed at a level that can be perceived by the driver.

[0167] Furthermore, the stop location is the location where the stop mode will be executed, and it is either a stop location selected by the driver or the stop location closest to the vehicle's location at the time of entering the stop preparation mode. Additionally, the stop location becomes the destination while the vehicle is moving towards it.

[0168] Next, the control unit 20 determines the driving energy required for the vehicle to move to the stopping point based on the driving route information received from the navigation device 40. When the driving energy is determined, the total energy required to move to the stopping point can be obtained, and when the current value and the energy required for charging are given, the battery SOC can be ensured and managed by changing the EV line.

[0169] To determine the driving energy, the control unit 20 receives driving route information including vehicle position information, road slope information, and real-time traffic information (operations S12-S14), where the traffic information may include the average vehicle speed information of the road ahead. The angular velocity of the vehicle used to determine the driving energy can be determined from the vehicle speed.

[0170] Furthermore, the remaining distance from the current vehicle location to the destination stop can be determined by receiving the vehicle's real-time location information, and the expected travel time can be determined from the remaining distance to the stop. Additionally, the control unit 20 can be configured to determine gradient resistance from road gradient information.

[0171] Furthermore, the control unit 20 is configured to determine the driving energy depending on the route based on the aforementioned driving route information (operation S15), and the driving energy can be determined by the following equation 1.

[0172] [Equation 1]

[0173]

[0174] Referring to Equation 1, the driving energy can be determined based on the expected driving time t, air resistance, rolling resistance, slope resistance, the tire dynamic radius (which is an inherent setting of the vehicle), and angular velocity.

[0175] Determining air resistance, rolling resistance, and gradient resistance in Equation 1, as well as determining driving energy using Equation 1, are technical contents known to those skilled in the art, and therefore their detailed description will be omitted here.

[0176] In a stop preparation mode that performs power management while driving according to an exemplary embodiment of the present disclosure, power management includes a charging control process in which the battery SOC is increased to a target SOC before the vehicle arrives at the stop location to pre-ensure the battery SOC required for the stop mode.

[0177] When energy management, including the charging control process described above, is performed as the vehicle moves toward a stopping point, the disruption to the driver's rest caused by starting the engine for charging the battery can be minimized during the stopping mode after arriving at the stopping point. Furthermore, the battery SOC can be ensured more efficiently than the target SOC at idle, thus being advantageous in terms of fuel efficiency.

[0178] In an exemplary embodiment of this disclosure, the target SOC may be set as the maximum permissible SOC value of the battery at a level that does not affect the battery's durability. Because the battery SOC is ensured as much as possible in advance during the dwell preparation mode to facilitate the subsequent execution of the dwell mode, the target SOC may be determined based on the maximum permissible SOC value of each battery manufacturer.

[0179] In an exemplary embodiment of this disclosure, the final additional charging energy is determined using the current battery SOC value, the target SOC value, and the driving energy information to the stop location as the destination, and for this purpose, the additional required SOC δ (%) is determined by determining the difference between the current battery SOC value and the target SOC γ (operation 16).

[0180] Subsequently, if the additional required SOCδ(%) is greater than 0, the additional required energy ζ can be determined by considering the battery capacity (operations S17 and S18), and when the battery capacity is ε, the additional required energy ζ can be determined by the equation “ζ=ε×δ”.

[0181] Then, considering the driving energy consumed from the vehicle's current location until the vehicle reaches the destination, the final additional charging energy is determined from the additional required energy, and charging control is performed to charge the battery with the final additional charging energy until the vehicle reaches the destination (operation S19).

[0182] At this time, the control unit 20 can be configured to determine the final additional charging energy by adding the driving energy to the additional required energy, and can perform charging control based on the determined final additional charging energy. Subsequently, when the vehicle reaches a stopping point while performing charging control, the control unit 20 terminates the charging control (operation S20).

[0183] In an exemplary embodiment of this disclosure, the above-mentioned charging control is performed when the required SOCδ(%) is greater than 0 in operation S17, and if not, the vehicle is driven until the vehicle reaches the stopping point without performing charging control.

[0184] In an exemplary embodiment of this disclosure, charging control performed because the additional required SOCδ(%) is greater than 0 includes control of reducing the EV line. The line that determines whether the engine is on or off in a hybrid electric vehicle is called the EV line, and is set data input to and stored in control unit 20, which is then used to determine whether the engine is on or off.

[0185] In an exemplary embodiment of this disclosure, when charging control begins, the control unit 20 lowers the EV line to ensure a State of Charge (SOC) value configured to ensure the additional required energy. When lowering the EV line, the control unit 20 may be configured to determine the additional charging energy required during the journey to the stop location (i.e., the amount corresponding to the change in the final additional charging energy determined above), and then lower the EV line by the determined change.

[0186] Here, the control unit 20 can use individual setting data such as a graph in which the amount of change is set, or a value corresponding to the additional charging energy.

[0187] EV lines can include engine-on lines (engine on) and engine-off lines (engine off) based on the driver's power demand, and EV lines can typically be defined in a diagram based on the battery SOC value and vehicle speed, determined by the driver's power demand.

[0188] When the engine is turned off from the on state, the vehicle switches from HEV mode to EV mode, and when the engine is turned on from the off state, the vehicle switches from EV mode to HEV mode.

[0189] Furthermore, to illustrate that the EV line specifies the transition conditions from EV mode to HEV mode, the boundary line on the graph where EV mode and HEV mode switch between each other for various variables can be defined as the EV line.

[0190] The conditions for switching from EV mode to HEV mode can include various variables, and lowering the EV line means adjusting the EV line so that the transition to HEV mode occurs under lower variable conditions.

[0191] An example of an EV line could be a boundary line in a power graph that connects the mapping values ​​of each vehicle speed and SOC, where switching occurs between EV and HEV modes. In the power graph, the driver's power demand is mapped based on vehicle speed and SOC.

[0192] Here, lowering the EV line can mean lowering the conditions for switching from EV mode to HEV mode, that is, reducing the power value of each vehicle speed and SOC when the engine starts.

[0193] By appropriately lowering the EV line, SOC protection can be implemented to maintain the battery SOC at a level higher than the idle charge SOC when the engine is repeatedly turned on or off.

[0194] Currently, when driving a vehicle after starting the engine, some engine power is used to generate electricity (for charging the battery and managing the state of charge), and the remainder is used to drive the vehicle.

[0195] The case of a hybrid electric vehicle has been described above. If the vehicle is a fuel cell electric vehicle, the fuel cell stack is operated by driving the stack drive unit of the fuel cell system so that the battery SOC becomes the target SOC when the vehicle arrives at its destination.

[0196] Currently, the final additional charging energy required to reach the target SOC upon arrival at the stop is determined by taking into account the driving energy to the stop, and then the fuel cell system, which acts as a self-generating device, is driven while the vehicle is in motion to generate the determined final additional charging energy.

[0197] Therefore, an electric energy management system and method for electric vehicles in motion according to exemplary embodiments of the present disclosure have been described in detail. According to the exemplary embodiments of the present disclosure described above, because optimal battery SOC control considering the driving environment is performed when the vehicle moves towards a stopping point, a stopping mode can be used without worrying about charging the battery in the vehicle after reaching the stopping point.

[0198] Furthermore, it can utilize electrical devices without worrying about battery charging and provides a dwell mode that allows vehicle users to rest and stay in the vehicle for extended periods, configured to meet consumer needs and improve vehicle marketability.

[0199] Furthermore, because control to minimize idling charge during the standby mode is performed before entering standby mode (i.e., standby preparation mode control), the efficiency and fuel efficiency of the hybrid system can be improved.

[0200] Typically, there is significant energy waste due to idling charging during the standby mode. However, according to an exemplary embodiment of this disclosure, energy waste can be minimized and fuel efficiency can be improved because the engine's on-state can be minimized during the standby mode.

[0201] It is evident from the above description that the power management system and method for electric vehicles in operation according to exemplary embodiments of the present disclosure can use a parking mode without worrying about charging the battery in the vehicle after arriving at the parking location, because optimal battery SOC control considering the driving environment is performed when the vehicle moves to a parking location.

[0202] Furthermore, because control to minimize idling charge during the standby mode is performed before entering standby mode (i.e., standby preparation mode control), the efficiency and fuel efficiency of the hybrid system can be improved.

[0203] Typically, there is significant energy waste due to idling charging during the standby mode. However, according to exemplary embodiments of this disclosure, energy waste can be minimized and fuel efficiency can be improved because the engine's on-state can be minimized during the standby mode.

[0204] Furthermore, the term "controller," "control device," "control unit," "control equipment," "control module," "control circuit," or "server" refers to a hardware device including a memory and a processor configured to execute one or more steps interpreted as an algorithmic structure. The memory stores the algorithmic steps, and the processor executes the algorithmic steps to perform one or more processes of methods according to various exemplary embodiments of this disclosure. A control device according to exemplary embodiments of this disclosure may be implemented using non-volatile memory and a processor. The non-volatile memory is configured to store algorithms for controlling the operation of various components of a vehicle or data regarding software commands for executing the algorithms, and the processor is configured to perform the aforementioned operations using the data stored in the memory. The memory and processor may be separate chips. Alternatively, the memory and processor may be integrated into a single chip. The processor may be implemented as one or more processors. The processor may include various logic circuits and arithmetic circuits, may be configured to process data according to a program provided from the memory, and may be configured to generate control signals based on the processing results.

[0205] The control device may be at least one microprocessor operated by a predetermined program, which may include a series of commands for performing the methods included in the various exemplary embodiments of the present disclosure described above.

[0206] The foregoing invention can also be embodied in computer-readable code on a computer-readable recording medium. A computer-readable recording medium is any data storage device capable of storing data that can subsequently be read by a computer system, and storing and executing program instructions that can subsequently be read by a computer system. Examples of computer-readable recording media include hard disk drives (HDDs), solid-state drives (SSDs), silicon disk drives (SDDs), read-only memory (ROM), random access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, optical data storage devices, and implementations as carrier waves (e.g., transmission over the Internet). Examples of program instructions include machine language code (such as machine language code generated by a compiler) and high-level language code that can be executed by a computer using an interpreter. Furthermore, non-transitory computer-readable recording media can be distributed across computer systems connected via a network, and computer-readable program code can be stored and executed in a distributed manner.

[0207] In various exemplary embodiments of this disclosure, each of the above operations may be performed by a control device, and the control device may be configured by multiple control devices or a single integrated control device.

[0208] In various exemplary embodiments of this disclosure, the memory and processor may be provided as a single chip or as separate chips.

[0209] In various exemplary embodiments of this disclosure, the scope of this disclosure includes software or machine-executable commands (e.g., operating systems, applications, firmware, programs, etc.) for enabling operation of methods according to various embodiments to be executed on a device or computer, including non-transitory computer-readable media containing such software or commands stored thereon and executable on a device or computer.

[0210] In various exemplary embodiments of this disclosure, the control device may be implemented in hardware or software, or in a combination of hardware and software.

[0211] Software implementation may include software components (or elements), object-oriented software components, class components, task components, procedures, functions, properties, processes, subroutines, program code segments, drivers, firmware, microcode, data, databases, data structures, tables, arrays, and variables. Software, data, etc., may be stored in memory and executed by a processor. Memory or processor may be employed in various ways well known to those skilled in the art, including those of ordinary knowledge in the art.

[0212] In addition, terms such as “unit” and “module” included in the specification refer to a unit for performing at least one function or operation, which can be implemented by hardware, software or a combination thereof.

[0213] In the flowchart described with reference to the accompanying drawings, the flowchart can be executed by a controller or processor. The order of operations in the flowchart can be changed, multiple operations can be combined, or any operation can be divided, and specific operations may not be executed. Furthermore, the operations in the flowchart can be executed sequentially, but not necessarily in a specific order. For example, the order of operations can be changed, and at least two operations can be executed in parallel.

[0214] In the following text, the fact that hardware blocks are operatively linked may include the fact that direct and / or indirect connections are established between hardware blocks via wired and / or wireless means.

[0215] In exemplary embodiments of this disclosure, a vehicle may be referred to as a vehicle based on a concept that includes a variety of means of transportation. In some cases, a vehicle may be interpreted as being based not only on a variety of land vehicles (such as cars, motorcycles, trucks, and buses) that travel on roads, but also on a variety of means of transportation such as airplanes, drones, ships, etc.

[0216] For ease of explanation and precise definition of the appended claims, the features of the exemplary embodiments are described using the terms “upper,” “lower,” “inner,” “outer,” “upward,” “downward,” “above upper,” “below upper lower,” “front,” “rear,” “rear,” “inner side,” “outer side,” “inward,” “outer,” “internal,” “external,” “inner,” “outer,” “forward,” and “backward”, with reference to the positions of such features shown in the accompanying drawings. It should be further understood that the term “connection” or its derivatives refer to both direct and indirect connections.

[0217] The term "and / or" can include a combination of multiple related listed items or any one of multiple related listed items. For example, "A and / or B" includes all three cases such as "A", "B", and "A and B".

[0218] In exemplary embodiments of this disclosure, "at least one of A and B" may refer to "at least one of A or B" or "at least one of a combination of at least one of A and B". Furthermore, "one or more of A and B" may refer to "one or more of A or B" or "one or more of a combination of one or more of A and B".

[0219] In this specification, unless otherwise stated, singular expressions include plural expressions, unless the context clearly indicates otherwise.

[0220] In exemplary embodiments of this disclosure, it should be understood that terms such as “comprising” or “having” are intended to specify the presence of the features, quantities, steps, operations, elements, components or combinations thereof described in the specification, and do not preclude the possibility of adding or having one or more other features, quantities, steps, operations, elements, components or combinations thereof.

[0221] According to exemplary embodiments of this disclosure, components may be combined with each other to form a single entity, or some components may be omitted.

[0222] For purposes of illustration and description, the foregoing description of specific exemplary embodiments of this disclosure has been presented. They are not intended to be exhaustive or to limit this disclosure to the precise forms disclosed, and it will be apparent that many modifications and variations are possible in accordance with the foregoing teachings. Exemplary embodiments have been selected and described to illustrate certain principles of this disclosure and its practical application, enabling others skilled in the art to make and utilize various exemplary embodiments of this disclosure and their various alternatives and modifications. The scope of this disclosure is intended to be defined by the appended claims and their equivalents.

Claims

1. An energy management system for an electric vehicle in motion, the system comprising: The power generation device is configured to generate electricity using vehicle fuel. An energy storage device, operatively connected to the power generation device and configured to store the electrical energy; The driver information acquisition device is configured to acquire driver status information; as well as The control unit is operatively connected to the driver information acquisition device and configured to determine whether the driver needs to rest and to use a rest mode based on the driver status information obtained by the driver information acquisition device while the vehicle is in motion. When it is determined that the driver needs to rest and uses the stop mode, the control unit enters the stop preparation mode and is configured to perform charging control during the stop preparation mode to generate additional charging energy by taking into account the vehicle's driving energy when the vehicle arrives at the selected stop location through the power generation device, and to store the additional charging energy in the energy storage device.

2. The power management system according to claim 1, wherein, The stationary mode is a mode in which a vehicle user can use vehicle energy, including the electrical energy stored in the energy storage device, when the vehicle user is stationary in the vehicle in a parked state.

3. The power management system according to claim 1, further comprising: The information output device is configured to output information. The control unit, which is operatively connected to the information output device, is configured as follows: When it is determined that the driver needs to rest and the stop mode is used. The information output device is controlled to recommend locations where the dwell mode can be used; and In response to the driver selecting one of the recommended stopping locations, the vehicle enters the stopping preparation mode.

4. The power management system according to claim 3, further comprising: An input device, connected to the control unit and configured for use by a vehicle user, including the driver, to input or select information while the vehicle is in motion. The control unit is configured to enter the stop preparation mode in response to the driver selecting one of the recommended stop locations via the input device.

5. The power management system according to claim 4, wherein, The control unit is configured to: When it is determined that the driver needs to rest and uses the stop mode, the information output device is controlled to output a warning message recommending entering the stop preparation mode; as well as In response to the driver's agreement to enter the stop preparation mode via the input device in response to the warning message, control is executed to recommend the stop location.

6. The power management system according to claim 3, further comprising: A navigation device, connected to the control unit, transmits information related to the vehicle's location and surrounding stops to the control unit and guides the user to the stops. The control unit is further configured to, when it is determined that the driver needs to rest and uses the stop mode, control the information output device to output information related to the stop location around the vehicle.

7. The power management system according to claim 1, wherein, The control unit is further configured to: Receive driving route information from the navigation device installed in the vehicle, including vehicle location information, road slope information to the stop location, and real-time traffic information to the stop location; as well as The vehicle's driving energy to the stopping point is determined based on the received driving route information.

8. The power management system according to claim 1, wherein, The charging control is configured to increase the state of charge (SOC) of the battery, which serves as the energy storage device, to a target SOC value before the vehicle arrives at the designated stopping point.

9. The power management system according to claim 8, in, The target SOC value is set to the maximum permissible SOC value of the battery, and The control unit is further configured as follows: The additional required energy is determined from the additional required SOC value and the battery capacity, wherein the additional required SOC value is the difference between the current battery SOC value and the target SOC value; and The additional charging energy is determined from the vehicle's driving energy and the additional required energy.

10. The power management system according to claim 1, in, The vehicle in question is a hybrid electric vehicle. The charging control is configured to reduce the EV line, which is configured to determine whether to turn the vehicle's engine on or off. The control unit is further configured to reduce the EV line by a change corresponding to the additional charging energy.

11. The power management system according to claim 1, in, The vehicle is a hybrid electric vehicle equipped with both an engine and an electric motor as its drive system, and The power generation device includes: Engine; and At least one of a starter generator or a drive motor, the starter generator being connected to the engine and configured to transmit power to the engine to start the engine, and the starter generator being configured to generate power through the rotational power of the engine, and the drive motor being configured to generate power through the transmitted rotational power of the engine when the engine clutch is engaged.

12. The power management system according to claim 1, wherein, The vehicle is a fuel cell electric vehicle, and the power generation device is a fuel cell system, the fuel cell system including a fuel cell configured to generate the electrical energy through fuel gas.

13. The power management system according to claim 1, wherein, The driver information acquisition device includes: A gaze state detector is configured to capture images of the driver using a camera and obtain forward gaze state information of the driver based on the captured driver images; and An electroencephalogram (EEG) measuring device is configured to measure the driver's brainwaves and obtain the driver's driving state information based on the measured EEG information.

14. The power management system according to claim 13, wherein, The control unit is further configured to determine whether the driver needs to rest or use the stay mode: In response to the continuous driving time after the vehicle starts exceeding a set time; In response to a forward gaze ratio (%) defined as the ratio of the driver’s forward gaze time to a set time being less than a predetermined value, the forward gaze ratio being the driver’s forward gaze state information received from the gaze state detector; or In response to receiving a signal indicating drowsiness from the electroencephalogram (EEG) measuring device, the signal indicating drowsiness serves as driving status information for the driver.

15. A method for managing electrical energy during the operation of an electric vehicle, the method comprising: While the vehicle is in motion, the control unit determines whether the driver needs to rest and uses the stop mode based on the driver status information obtained through the driver information acquisition device, which is operatively connected to the control unit. When it is determined that the driver needs to rest and uses the stop mode, the control unit enters the stop preparation mode; and During the stop preparation mode, the control unit performs charging control to generate additional charging energy by taking into account the vehicle's driving energy when it arrives at the selected stop location through a power generation device, which is configured to generate electrical energy using vehicle fuel and store the additional charging energy in an energy storage device.

16. The power management method according to claim 15, further comprising: When it is determined that the driver needs to rest and uses the stop mode, the control unit controls the information output device to recommend a stop location where the stop mode can be used. The information output device is operatively connected to the control unit. The control unit is further configured to enter the stop preparation mode in response to the driver selecting one of the recommended stop locations.

17. The power management method according to claim 15, wherein, The charging control is configured to increase the state of charge (SOC) of the battery, which serves as the energy storage device, to a target SOC value before the vehicle arrives at the designated stopping point.

18. The power management method according to claim 17, in, The target SOC is configured as the maximum permissible SOC value of the battery, and The control unit is further configured as follows: The additional required energy is determined from the additional required SOC value and the battery capacity, wherein the additional required SOC value is the difference between the current battery SOC value and the target SOC value; and The additional charging energy is determined from the vehicle's driving energy and the additional required energy.

19. The power management method according to claim 15, in, The vehicle in question is a hybrid electric vehicle. The charging control is configured to reduce the EV line, which is configured to determine whether to turn the vehicle's engine on or off. The control unit is further configured to reduce the EV line by a change corresponding to the additional charging energy.

20. The power management method according to claim 15, wherein, The driver information acquisition device includes: A gaze state detector is configured to capture images of the driver using a camera and obtain forward gaze state information of the driver based on the captured driver images; and The electroencephalogram (EEG) measuring device is configured to measure the driver's brainwaves and obtain the driver's driving state information based on the measured EEG information.

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