Battery power setting device and method and vehicle including the same

Abstract

This disclosure provides a battery power setting device for setting an upper limit power of a battery pack including one or more battery modules, each of the one or more battery modules including one or more battery cells, and the battery power setting device includes: a measuring unit configured to measure the voltage of each battery cell under preset conditions; and a control unit configured to determine the degradation level of each battery cell based on the voltage measured by the measuring unit, determine the degradation state of each battery module based on the degradation level of the corresponding battery cell, and set the upper limit power of the battery pack according to the determined degradation state of the battery module.

Description

Technical Field

[0001] This application is based on and claims priority to Korean Patent Applications No. 10-2024-0107813, 10-2024-0107817 and 10-2024-0107818, filed on August 12, 2024, the disclosures of which are incorporated herein by reference in their entirety.

[0002] This disclosure relates to a battery power setting device and method, and a vehicle including the same. Background Technology

[0003] Traditionally, vehicles have used fuel cells as their power source. However, due to potential performance degradation in the low-efficiency operating range of fuel cells, hybrid electric vehicles have been developed that use both fuel cells and batteries as separate power sources. Furthermore, with recent advancements in battery performance, electric vehicles using batteries as their sole power source have become commercially viable and are now in operation.

[0004] Currently, the batteries used in electric vehicles are lithium batteries, which are rechargeable and dischargeable secondary batteries. In the case of these secondary batteries, their performance gradually degrades with increased usage due to phenomena such as degradation that occur during the charging and discharging process. The remaining lifespan or level of degradation of a battery over time can be indexed to estimate its State of Health (SOH), and depending on the degree of SOH, the battery may need to be replaced or repaired. Battery SOH can be estimated using various methods based on factors such as internal resistance, capacity, voltage, self-discharge, charging performance, and the number of charge and discharge cycles.

[0005] Furthermore, if the maximum power that the battery can supply is provided to the vehicle's drive units, such as the electric motor, regardless of the battery's degradation level, battery degradation may be further accelerated. For example, if the maximum power that can be supplied to the motor when the battery's state of harmlessness (SOH) is 100% in its initial state is supplied as the maximum power that can be supplied to the motor when the battery's SOH is less than 70% due to degradation, the degradation of the already degraded battery may be further accelerated. Therefore, it is necessary to control the power supplied to the vehicle's electric motor according to the battery's degradation level. Summary of the Invention

[0006] Technical issues

[0007] This disclosure is designed to address problems in the related art, and therefore, this disclosure aims to provide a battery power setting device and method that sets the upper limit of the output power of a battery pack by taking into account the level of battery degradation.

[0008] Furthermore, the aim is to provide a vehicle that can fully utilize the vehicle's driving performance while delaying battery degradation.

[0009] These and other objects and advantages of this disclosure may be understood from the following detailed description and will become more fully apparent from the exemplary embodiments thereof. Furthermore, it will be readily understood that the objects and advantages of this disclosure may be achieved by the means and combinations thereof shown in the appended claims.

[0010] Technical solution

[0011] According to one aspect of this disclosure, a battery power setting device sets an upper limit power for a battery pack comprising one or more battery modules, each of the one or more battery modules comprising one or more battery cells. The battery power setting device includes: a measuring unit configured to measure the voltage of each battery cell under preset conditions; and a control unit configured to determine a degradation level of each battery cell based on the voltage measured by the measuring unit, determine a degradation state of each battery module based on the degradation level of the corresponding battery cell, and set an upper limit power for the battery pack according to the determined degradation state of the battery modules.

[0012] The control unit can be configured to determine the degradation level of a single battery cell as normal degradation, linear degradation, or accelerated degradation.

[0013] The control unit can be configured to determine the degradation state of each battery module in the battery module as either a normal degradation state or an abnormal degradation state.

[0014] The control unit can be configured to calculate voltage fluctuation rate based on the voltage of the battery cell and a preset reference voltage, calculate the voltage change rate of each battery cell based on the calculated voltage fluctuation rate and pre-stored voltage fluctuation rate data, and determine the degradation level of each battery cell based on the voltage change rate and the preset reference change rate.

[0015] The control unit can be configured to: determine the degradation level as normal degradation when the voltage change rate is 0 or positive, determine the degradation level as linear degradation when the voltage change rate is negative and less than or equal to the reference change rate, and determine the degradation level as accelerated degradation when the voltage change rate is negative and greater than the reference change rate.

[0016] The control unit can be configured to determine the degradation state of the battery modules based on the number or ratio of battery modules whose degradation level is determined to be accelerating degradation.

[0017] The control unit can be configured to determine the battery pack's power mode as normal mode, warning mode, or emergency mode based on the number or ratio of battery modules whose degradation state is determined to be abnormally degraded.

[0018] The control unit can be configured to set the upper limit power of the battery pack by adding weights corresponding to the determined degradation state to the output power of each battery module in the battery module and calculating a weighted sum.

[0019] The power mode can be set to reduce the corresponding power in the order of normal mode, warning mode, and emergency mode.

[0020] The control unit can be configured to set the power corresponding to the determined power mode as the upper limit power of the battery pack.

[0021] Abnormal degradation state can be configured to include either abnormal degradation state or complete degradation state based on the number or ratio of battery cells identified as being in accelerated degradation.

[0022] The control unit can be configured to determine the power mode based on the number or ratio of battery modules whose degradation state is determined to be abnormally degraded or completely degraded.

[0023] The control unit can be configured to determine the degradation state of the battery module as an abnormal degradation state when the number of battery cells determined to be accelerating degradation is greater than or equal to a first reference value or when the ratio is greater than or equal to a first ratio.

[0024] The control unit can be configured to determine the degradation state of the battery module as fully degraded when the number of battery cells determined to be accelerating degradation is greater than or equal to a second reference value that is greater than a first reference value, or when the ratio is greater than or equal to a second ratio that is greater than a first ratio.

[0025] The control unit can be configured to reduce at least one of a first reference value, a first ratio, a second reference value, and a second ratio as the battery pack deteriorates.

[0026] According to another aspect of this disclosure, a battery pack may include a battery power setting device according to one aspect of this disclosure.

[0027] A vehicle according to another aspect of the present disclosure may include: a battery power setting device according to one aspect of the present disclosure; a battery pack having an upper limit power set by the battery power setting device; and a drive control unit configured to control the output of the battery pack based on the upper limit power of the battery pack set by the battery power setting device.

[0028] The drive control unit can be configured to limit the maximum output of the motor connected to the battery pack to an output corresponding to the upper limit of power.

[0029] The drive control unit can be configured to limit the maximum output of the motor to the limit power after a preset time corresponding to the power mode of the battery pack when an output request exceeding the upper limit power is input.

[0030] The drive control unit can be configured to obtain weather information, determine the weight corresponding to the obtained weather information from a preset table, add the determined weight to the output corresponding to the upper limit power, and limit the motor output to the weighted output or lower.

[0031] The drive control unit can be configured to obtain information about the target driving distance to the destination, the battery pack capacity, and the vehicle's driving style, and control the operation of the motor based on the upper limit power, battery pack capacity, target driving distance, and driving style.

[0032] The drive control unit can be configured to: calculate a first output value corresponding to the upper limit power, calculate a second output value for the target driving distance based on the battery pack capacity and driving style, and limit the motor output to the smaller of the first and second output values ​​or lower.

[0033] The drive control unit can be configured to calculate a second output value taking into account driving patterns, such that when the target driving distance is reached, the battery pack capacity becomes a preset threshold capacity or higher.

[0034] The drive control unit can be configured to control the output of the battery pack, such that power is supplied first to the necessary components within the upper limit of power, and to the auxiliary components within the remaining power range.

[0035] The battery power setting device can be configured to determine the battery pack's power mode based on the determined degradation state of the battery modules.

[0036] The drive control unit can be configured to control the power distribution to essential and auxiliary components based on the battery pack's power mode.

[0037] According to another aspect of this disclosure, a battery power setting method is used to set an upper limit power for a battery pack comprising one or more battery modules, each of the one or more battery modules comprising one or more battery cells. The battery power setting method includes: a voltage measurement step, which measures the voltage of each battery cell under preset conditions; a battery cell degradation level determination step, which determines the degradation level of each battery cell based on the voltage measured by the measurement unit; a battery module degradation state determination step, which determines the degradation state of each battery module based on the degradation level of the corresponding battery cell; and a battery pack upper limit power setting step, which sets the upper limit power of the battery pack according to the determined degradation state of the battery modules.

[0038] Beneficial effects

[0039] According to the battery power setting device and method of this disclosure, and the vehicle including the same, an upper limit power optimized for the battery pack can be set by taking into account the state of the individual battery cells and battery modules included in the battery pack. Therefore, since the output of the battery pack is limited by the upper limit power of the battery pack, there is an advantage that the degradation of the battery pack can be delayed.

[0040] The effects that can be obtained from this disclosure are not limited to those mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art to which this disclosure pertains based on the following description. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of a battery power setting device according to an embodiment of the present disclosure.

[0042] Figure 2 This is a schematic diagram of a battery pack according to another embodiment of the present disclosure.

[0043] Figure 3 This is a schematic diagram of a battery power setting method according to yet another embodiment of the present disclosure.

[0044] Figure 4 This is a schematic diagram of a vehicle according to yet another embodiment of the present disclosure.

[0045] Figure 5 and Figure 6 This is a schematic diagram of a vehicle control method according to yet another embodiment of the present disclosure.

[0046] Figure 7 and Figure 8 This is a schematic diagram of a vehicle control method according to yet another embodiment of the present disclosure.

[0047] Figure 9 This is a perspective view of a hybrid electric vehicle according to one embodiment.

[0048] Figure 10 It is based on Figure 9 An exploded perspective view of a hybrid electric vehicle.

[0049] Figure 11 It shows in detail the basis Figure 10 A diagram showing the configuration of a hybrid electric vehicle.

[0050] Figure 12 It shows the basis Figure 11 A perspective view of the first battery.

[0051] Figure 13 It is shown Figure 12 A perspective view of the battery module of the first battery.

[0052] Figure 14 It is shown Figure 13 A perspective view of the appearance of a single battery cell.

[0053] Figure 15 yes Figure 14 An exploded perspective view of a single battery cell.

[0054] Figure 16 It shows the basis Figure 11 The diagram shows the specific configuration of the electronic control unit.

[0055] Figure 17 This is a diagram showing the relationship between the components of the electronic control unit in EV drive mode.

[0056] Figure 18 This is a diagram illustrating the relationships between components of a hybrid electric vehicle in EV drive mode.

[0057] Figure 19 This is a diagram showing the relationship between the components of the electronic control unit in HEV drive mode.

[0058] Figure 20 This is a diagram showing the relationships between the components of a hybrid electric vehicle in HEV drive mode.

[0059] Figure 21 This is a diagram showing the relationship between the components of the electronic control unit in ENG drive mode.

[0060] Figure 22 This is a diagram illustrating the relationships between components of a hybrid electric vehicle in ENG drive mode.

[0061] Figure 23 This is a diagram showing the relationship between the components of the electronic control unit in RB drive mode.

[0062] Figure 24This is a diagram showing the relationships between the components of a hybrid electric vehicle in RB drive mode.

[0063] Figure 25 This is a detailed diagram illustrating the configuration of a hybrid electric vehicle according to one embodiment.

[0064] Figure 26 It shows the use according to Figure 25 A diagram illustrating the measurement of the open-circuit voltage of a single battery cell by the battery management system.

[0065] Figure 27 This is a flowchart illustrating a drive mode control method for the deterioration state of a first battery in a hybrid electric vehicle according to one embodiment.

[0066] Figure 28 It is shown Figure 27 A more detailed flowchart of the steps.

[0067] Figure 29 It is shown in Figure 28 The curve of drive mode control in normal mode.

[0068] Figure 30 It is shown in Figure 28 The curve of drive mode control in warning mode.

[0069] Figure 31 It is shown in Figure 28 The curve of drive mode control in emergency mode.

[0070] Figure 32 This is an exploded perspective view of a hybrid electric vehicle according to another embodiment.

[0071] Figure 33 It shows in detail the basis Figure 32 A diagram showing the configuration of a hybrid electric vehicle.

[0072] Figure 34 It shows the basis Figure 33 The diagram shows the specific configuration of the electronic control unit.

[0073] Figure 35 This is a diagram showing the relationships between the components of the electronic control unit in EV drive mode.

[0074] Figure 36 This is a diagram showing the relationships between the components of a hybrid electric vehicle in EV drive mode.

[0075] Figure 37 This is a diagram showing the relationships between the components of the electronic control unit in HEV drive mode.

[0076] Figure 38 This is a diagram showing the relationships between the components of a hybrid electric vehicle in HEV drive mode.

[0077] Figure 39 This is a diagram showing the relationship between the components of the electronic control unit in ENG drive mode.

[0078] Figure 40 This is a diagram illustrating the relationships between components of a hybrid electric vehicle in ENG drive mode.

[0079] Figure 41 This is a diagram showing the relationship between the components of the electronic control unit in RB drive mode.

[0080] Figure 42 This is a diagram showing the relationships between the components of a hybrid electric vehicle in RB drive mode.

[0081] Figure 43 It shows the basis Figure 32 A diagram illustrating the repair or replacement of the second battery in a hybrid electric vehicle.

[0082] Figure 44 This is a diagram showing in detail the components of a hybrid electric vehicle according to another embodiment.

[0083] Figure 45 It shows the basis Figure 44 A diagram illustrating the repair or replacement of the second battery in a hybrid electric vehicle. Detailed Implementation

[0084] References and Appendix Figure 1 The advantages and features of this disclosure, as well as the methods for implementing them, will become clear from the embodiments described in detail below. However, this disclosure is not limited to the embodiments disclosed below, but can be implemented in various different forms, and the embodiments are provided only to allow those skilled in the art to fully and adequately understand the scope of the disclosure, which is limited only by the scope of the claims. Throughout the specification, the same reference numerals refer to the same elements.

[0085] When a component is referred to as "connected to" or "coupled to" another component, it includes the case where it is directly connected to or coupled to another component, as well as the case where another component exists between them. Conversely, when a component is referred to as "directly connected to" or "directly coupled to" another component, it indicates that no other component exists between them. The expression "and / or" includes each of the items mentioned and at least one arbitrary combination thereof.

[0086] The terminology used herein is for descriptive purposes only and is not intended to limit this disclosure. In this specification, the singular forms include the plural forms as well as the singular forms, unless the context clearly indicates otherwise. The terms “comprising” and / or “including” as used herein do not exclude the presence or addition of at least one other component, step, operation, and / or element.

[0087] Although terms such as first, second, etc., are used to describe various components, these components are not limited by these terms. These terms are only used to distinguish one component from another.

[0088] Therefore, it is self-evident that, within the technical concept of this disclosure, the first component mentioned below can also be the second component. Unless otherwise defined, all terms used herein (including technical and scientific terms) are to be used in the sense that would be normally understood by one of ordinary skill in the art to which this disclosure pertains. Furthermore, terms defined in common dictionaries should not be interpreted ideally or overly unless explicitly and specifically defined.

[0089] The steps of the methods or algorithms described in conjunction with some embodiments of this disclosure can be implemented directly in hardware, as a software module executed by a processor, or a combination thereof. The software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be integrated with the processor. The processor and storage medium can reside in an application-specific integrated circuit (ASIC). The ASIC can reside in a user terminal.

[0090] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings, enabling those skilled in the art to readily implement the present disclosure. However, the present disclosure may be implemented in various different forms and is not limited to the embodiments described herein.

[0091] Figure 1 This is a schematic diagram of a battery power setting device 100 according to an embodiment of the present disclosure.

[0092] The battery pack 10 may include at least one battery module 11. For example, multiple battery modules 11 may be connected in series and / or in parallel. Furthermore, each battery module 11 may include one or more individual battery cells 12. Similarly, multiple individual battery cells 12 may be connected in series and / or in parallel.

[0093] Here, the battery cell 12 has a negative terminal and a positive terminal, and refers to a physically separable, independent cell. For example, a lithium-ion battery or a lithium polymer battery can be considered a battery. Furthermore, the battery cell can be cylindrical, prismatic, or pouch-shaped.

[0094] refer to Figure 1 The battery power setting device 100 may include a measuring unit 110 and a control unit 120.

[0095] The measuring unit 110 can be configured to measure the voltage of each battery cell in the battery cell 12 under preset conditions.

[0096] Specifically, the measuring unit 110 can be electrically connected to each of the battery cells 12. Furthermore, the measuring unit 110 can measure the voltage of each of the battery cells 12.

[0097] Furthermore, the measurement unit 110 can be configured to measure the voltage of the battery cell 12, and to measure the OCV (open-circuit voltage) of the battery cell 12 when the measured voltage meets preset conditions. Specifically, if the voltage of the battery cell 12 reaches the preset voltage, the measurement unit 110 can measure the OCV when the battery is in an idle state.

[0098] Here, the preset voltage is applied to the voltage values ​​of all battery cells 12 included in the battery pack 10, and is preset to unify the OCV measurement time point. For example, the preset voltage can be set to the discharge termination voltage or charging termination voltage of multiple battery cells 12. As another example, the preset voltage can be preset to a specific voltage included within the voltage range of the battery cells 12 (e.g., 2.8 [V] to 4.2 [V]).

[0099] The measuring unit 110 can be connected to the control unit 120 via a wired and / or wireless connection to enable communication. Furthermore, the measuring unit 110 can send information about the measured voltage of the battery cell 12 to the control unit 120.

[0100] The control unit 120 can be configured to determine the degradation level of each battery cell 12 based on the voltage measured by the measurement unit 110.

[0101] Specifically, the control unit 120 can determine the degradation level of the battery cell 12 based on the rate of change (voltage change rate) of the voltage fluctuation rate (voltage difference or voltage ratio) between the voltage of the battery cell 12 and a preset reference voltage over time (as cycles pass).

[0102] As the cycle progresses, the rate of change of voltage fluctuation of cell 12 may increase, remain constant, or decrease.

[0103] For example, if the voltage fluctuation rate between the voltage of battery cell 12 and the reference voltage increases as cycles pass, the voltage change rate can increase. In this case, the control unit 120 can determine the degradation level of battery cell 12 as normal degradation.

[0104] As another example, if the voltage fluctuation rate between the voltage of cell 12 and the reference voltage remains the same or not significantly different even after the cycle has passed, the voltage change rate can be maintained at a certain level. In this case, the control unit 120 can determine the degradation level of cell 12 as normal degradation.

[0105] As another example, if the voltage fluctuation rate between the voltage of cell 12 and the reference voltage decreases as the cycle progresses, the rate of voltage change can be reduced. In this case, the control unit 120 can determine the degradation level of cell 12 as linear degradation or accelerated degradation.

[0106] Here, normal degradation, linear degradation, and accelerated degradation refer to the degradation state of the battery cell 12 as determined by the rate of degradation. Normal degradation refers to the state in which the battery cell 12 has not experienced performance degradation compared to its BOL (Bearing Early Stages) state. Linear degradation refers to the state in which the degradation of the battery cell 12 progresses linearly without acceleration. Accelerated degradation refers to the state in which the degradation of the battery cell 12 gradually accelerates.

[0107] That is, the control unit 120 can determine the degradation level of each battery cell 12 by considering the increase / decrease pattern of the voltage fluctuation rate between the voltage of the battery cell 12 and the reference voltage. Specific embodiments of the control unit 120 determining the degradation level of each battery cell 12 are described below.

[0108] The control unit 120 can be configured to determine the degradation state of each battery module 11 based on the degradation level of the corresponding battery cell 12.

[0109] Specifically, the battery module 11 may include one or more battery cells 12. That is, the control unit 120 can determine the degradation state of the battery module 11 by comprehensively considering the degradation levels of all the battery cells 12 included in the battery module 11.

[0110] The degradation state of battery module 11 can be determined based on whether battery module 11 degrades normally, and control unit 120 can be configured to determine the degradation state of each battery module 11 as normal degradation state or abnormal degradation state.

[0111] As described above, the battery cells 12 with an accelerated degradation level are deteriorating at an increasingly rapid pace, while the battery cells 12 with a linear degradation level are deteriorating linearly at a predictable level. Therefore, the control unit 120 can determine the degradation state of the corresponding battery module 11 based on the number or ratio of battery cells 12 included in the battery module 11 whose degradation level is determined to be accelerated degradation.

[0112] That is, as more battery cells 12 whose degradation level is determined to be accelerated degradation are included, the degradation state of the corresponding battery module 11 can be determined to be an abnormal degradation state. A specific embodiment of the control unit 120 determining the degradation state of the battery module 11 will be described later.

[0113] The control unit 120 can be configured to set the upper limit power of the battery pack 10 based on the determined degradation state of the battery module 11.

[0114] In one embodiment, the control unit 120 can determine the power mode of the battery pack 10 as a normal mode, a warning mode, or an emergency mode based on the determined degradation state of the battery module 11. Furthermore, the power mode can be preset so that the corresponding power decreases in the order of normal mode, warning mode, and emergency mode. That is, the control unit 120 can determine the power mode of the battery pack 10 and set the power preset to correspond to the determined power mode as the upper limit power of the battery pack 10.

[0115] In another embodiment, the upper limit of the power of the battery pack 10 can be set based on the output power of the battery modules 11 included in the battery pack 10. That is, the upper limit of the output of the battery pack 10 is the sum of the maximum outputs of all the battery modules 11 included in the battery pack 10. Therefore, in order to set the upper limit of the power of the battery pack 10, the output of each battery module 11 included in the battery pack 10 must be taken into account.

[0116] For example, suppose battery pack 10 includes n battery modules 11 connected in series, and each battery module 11 has an output of m. In this case, the upper limit of power of battery pack 10 can be set according to the formula "n×m".

[0117] Preferably, the control unit 120 can determine the output of each battery module 11 by taking into account the degradation state of the battery modules 11. For example, the control unit 120 can determine the output of each battery module 11 by using weights determined to correspond to the degradation state.

[0118] Specifically, the control unit 120 can be configured to set the upper limit power of the battery pack 10 by adding weights corresponding to the determined degradation state to the output power of each battery module 11 and calculating a weighted sum.

[0119] Assuming that there are a total of n battery modules 11 connected in series in the battery pack 10, the upper limit of the power of the battery pack 10 can be set using the following formula.

[0120] [formula]

[0121] Here, P upper [kWh] is the upper limit of the battery pack's capacity (P). k [kWh] is the output of the kth battery module 11, and w k It is the weight corresponding to the degradation state of the kth battery module 11.

[0122] According to one embodiment of this disclosure, a battery power setting device 100 can set an optimized upper limit power for the battery pack 10 by taking into account the degradation level of the individual battery cells 12 and the degradation state of the battery module 11 included in the battery pack 10. Therefore, over-discharge of the battery pack 10 and accelerated degradation of the individual battery cells 12 and the battery module 11 can be prevented.

[0123] Meanwhile, the control unit 120 disposed in the battery power setting device 100 may optionally include processors, application-specific integrated circuits (ASICs), other chipsets, logic circuits, registers, communication modems, data processing devices, etc., known in the art, to execute various control logics performed in this disclosure. Furthermore, when the control logic is implemented in software, the control unit 120 can be implemented as a set of program modules. In this case, the program modules can be stored in memory and executed by the control unit 120. The memory can be located internally or externally to the control unit 120 and can be connected to the control unit 120 by various well-known means.

[0124] Furthermore, the battery power setting device 100 may also include a storage unit 130. The storage unit 130 may store data necessary for the operation and function of each component of the battery power setting device 100, data generated during the execution of operations or functions, etc. The type of storage unit 130 is not particularly limited, as long as it is a known information storage device capable of recording, erasing, updating, and retrieving data. As examples, the information storage device may include RAM, flash memory, ROM, EEPROM, registers, etc. In addition, the storage unit 130 may store program code defining processes that can be executed by each component of the battery power setting device 100.

[0125] The following describes in detail an embodiment in which the control unit 120 determines the degradation level of the battery cell 12.

[0126] The control unit 120 can be configured to calculate the voltage fluctuation rate based on the voltage of the battery cell 12 and a preset reference voltage.

[0127] Specifically, the reference voltage can be the OCV of the battery cell 12 in the BOL state or a theoretically / experimentally set voltage value.

[0128] For example, suppose the measuring unit 110 measures the OCV of the battery cell 12 when the voltage of the battery cell 12 reaches the charging termination voltage (or discharging termination voltage). The reference voltage is the OCV of the battery cell 12 measured when the voltage of the battery cell 12 in the BOL state reaches the charging termination voltage (or discharging termination voltage).

[0129] As another example, the reference voltage can be preset to the OCV of a reference cell corresponding to the battery cell 12 or a reference cell determined theoretically / experimentally through simulation, rather than the OCV of the battery cell 12 in the BOL state.

[0130] Assume the voltage of the kth battery cell 12 is V. k [V] and the reference voltage is V ref [V]. Control unit 120 can control the formula "V" k -V ref "or "V" k ÷V ref "Calculate the voltage fluctuation rate of the kth battery cell 12."

[0131] The control unit 120 can be configured to calculate the voltage change rate of each cell 12 based on the calculated voltage fluctuation rate and pre-stored voltage fluctuation rate data.

[0132] Here, voltage fluctuation rate data is reference data used for comparison with the calculated voltage fluctuation rate, and can be data in which the calculated voltage change rate value is stored for each cycle. Specifically, the pre-stored voltage fluctuation rate data is data in which the voltage fluctuation rate of battery cell 12 calculated in the past is stored for each cycle. For example, if the current cycle is the s-th cycle, the voltage fluctuation rate of battery cell 12 from the first cycle to the (s-1)-th cycle can be stored in the voltage fluctuation rate data.

[0133] The control unit 120 can calculate the rate of change of voltage based on the calculated voltage fluctuation rate and the past voltage fluctuation rate stored in the voltage fluctuation rate data.

[0134] Specifically, the control unit 120 can calculate the rate of change of voltage for voltage fluctuations included in a selected loop segment based on the current loop. Here, the rate of change of voltage can be the average rate of change of multiple voltage fluctuations included in the selected loop segment or the instantaneous rate of change of voltage fluctuations in the current loop within a predetermined loop segment. In other words, the rate of change of voltage is an indicator of an increase or decrease in voltage fluctuations within a predetermined loop segment. Preferably, the rate of change of voltage can be calculated as 0, a positive number, or a negative number.

[0135] For example, suppose control unit 120 has selected the 10 most recent cycles, including the current cycle. Control unit 120 can calculate the rate of change of voltage fluctuation for these 10 cycles.

[0136] The control unit 120 can be configured to determine the degradation level as normal degradation when the voltage change rate is 0 or positive.

[0137] If the voltage change rate is 0, the cycle has passed, but the voltage fluctuation rate of battery cell 12 remains unchanged. That is, since the voltage fluctuation rate between the voltage of battery cell 12 and the reference voltage does not increase or decrease but remains constant, the control unit 120 can determine the degradation level of battery cell 12 as normal degradation. Specifically, the control unit 120 can determine the voltage increase / decrease pattern of battery cell 12 as a constant voltage pattern and determine the degradation level of battery cell 12 as normal degradation.

[0138] If the voltage change rate is positive, the voltage fluctuation rate of battery cell 12 increases as the cycle continues. That is, since the OCV of battery cell 12 does not decrease, the control unit 120 can determine the degradation level of battery cell 12 as normal degradation. Specifically, the control unit 120 can determine the voltage increase / decrease pattern of battery cell 12 as a voltage increase pattern and determine the degradation level of battery cell 12 as normal degradation.

[0139] If the voltage change rate is negative, the voltage fluctuation rate of battery cell 12 decreases as the cycle progresses. That is, since the OCV of battery cell 12 is decreasing, the control unit 120 can determine the degradation level of battery cell 12 as linear degradation or accelerated degradation. Specifically, the control unit 120 can determine the voltage increase / decrease pattern of battery cell 12 as a voltage decrease pattern, and determine the degradation level of battery cell 12 as linear degradation or accelerated degradation.

[0140] Here, in order to distinguish between linear degradation and accelerated degradation, the control unit 120 can be configured to determine the degradation level of each battery cell 12 based on the voltage change rate and a preset reference change rate. That is, the preset reference voltage change rate is set as the reference change rate for determining the degradation level as accelerated degradation or linear degradation when the voltage increase / decrease pattern of the battery cell 12 is determined to be a voltage decrease pattern.

[0141] For example, control unit 120 can be configured to determine the degradation level as linear degradation when the voltage change rate is negative and less than or equal to a reference change rate. As another example, control unit 120 can be configured to determine the degradation level as accelerated degradation when the voltage change rate is negative and greater than a reference change rate.

[0142] That is, the battery power setting device 100 does not uniformly determine the degradation level of the battery cell 12 based on the voltage increase / decrease pattern of the battery cell 12, but rather compares the voltage change rate of the battery cell 12 with a reference voltage change rate to specifically distinguish and determine the degradation level of the battery cell 12. Therefore, it has the advantage of being able to diagnose the current state of the battery cell 12 in a more detailed and specific manner.

[0143] The following describes in detail an embodiment in which the control unit 120 determines the deterioration state of the battery module 11.

[0144] As described above, the degradation state of the battery module 11 can be determined based on the degradation level of the included battery cells 12.

[0145] The control unit 120 can be configured to determine the degradation state of each battery module 11 based on the number or ratio of battery cells 12 whose degradation level is determined to be accelerating degradation.

[0146] First, the control unit 120 can determine the degradation state of the battery module 11 as a normal degradation state or an abnormal degradation state based on whether there is a battery cell 12 whose degradation level is determined to be accelerated degradation.

[0147] For example, if the battery module 11 includes only battery cells 12 whose degradation level is determined to be normal or linearly degraded, the control unit 120 can determine the degradation state of the battery module 11 as a normal degradation state. Conversely, if the battery module 11 includes battery cells 12 whose degradation level is determined to be accelerated degradation, the control unit 120 can determine the degradation state of the battery module 11 as an abnormal state.

[0148] Furthermore, the control unit 120 can further determine the abnormal degradation state as either an abnormal degradation state or a complete degradation state. More specifically, the abnormal degradation state can be configured to include either an abnormal degradation state or a complete degradation state based on the number or ratio of battery cells 12 determined to be deteriorating at an accelerated rate.

[0149] For example, the control unit 120 can be configured to determine the degradation state of the battery module 11 as an abnormal degradation state when the number of battery cells 12 determined to be accelerated degradation is greater than or equal to a first value or when the ratio is greater than or equal to a first ratio.

[0150] As another example, the control unit 120 can be configured to determine the degradation state of the battery module 11 as a fully degraded state when the number of battery cells 12 determined to be accelerating degradation is greater than or equal to a second value greater than a first value or when the ratio is greater than or equal to a second ratio greater than a first ratio.

[0151] That is, the control unit 120 can determine the degradation state of each battery module 11 as normal degradation state, abnormal degradation state, or complete degradation state based on the number or ratio of battery cells 12 whose degradation level is determined to be accelerated degradation.

[0152] The battery power setting device 100 has the advantage of being able to independently determine the degradation state of each battery module 11 by determining the degradation state of the battery module 11 based on the degradation level of the included battery cells 12.

[0153] Meanwhile, the control unit 120 can be configured to reduce at least one of the first reference value, the first ratio, the second reference value, and the second ratio as the battery pack 10 deteriorates.

[0154] That is, the control unit 120 can more rigorously determine the degradation state of the battery module 11 by reducing the size of the reference value for determining the degradation state of the battery module 11 as the battery pack 10 is used more frequently.

[0155] For example, as the magnitude of reference values ​​such as the first value, the first ratio, the second value, and the second ratio decreases, the degradation state of the battery module 11 is more likely to be determined as a fully degraded state rather than an abnormally degraded state.

[0156] Then, assume that the weight assigned to the battery module 11 whose degradation state is determined to be normal is a first weight, the weight assigned to the battery module 11 whose degradation state is determined to be abnormal is a second weight, and the weight assigned to the battery module 11 whose degradation state is determined to be completely degraded is a third weight. In this case, the first weight can be greater than the second and third weights, and the second weight can be greater than the third weight. That is, the output of the battery module 11 whose degradation state is determined to be completely degraded is less than the output of the battery module 11 whose degradation state is determined to be abnormal.

[0157] In other words, as the reference value decreases, the output of battery module 11 is calculated to be smaller, thus preventing degradation of each battery module 11 to a greater extent. In other words, the battery power setting device 100 has the advantage of increasing the lifespan of the battery pack 10 by reducing the reference value based on the degradation level of the battery pack 10.

[0158] The following describes in detail an embodiment of the control unit 120 determining the power mode of the battery pack 10.

[0159] The control unit 120 can be configured to set the power mode of the battery pack 10 to normal mode, warning mode, or emergency mode based on the number or ratio of battery modules 11 that are determined to be in an abnormally deteriorated state.

[0160] Specifically, the control unit 120 can be configured to determine the power mode based on the number or ratio of battery modules 11 whose degradation state is determined to be abnormally degraded or completely degraded.

[0161] For example, if all battery modules 11 included in battery pack 10 are in a normal degradation state, the control unit 120 can set the power mode of battery pack 10 to normal mode. Furthermore, if at least one battery module among the battery modules 11 included in battery pack 10 is in an abnormal degradation state and the remaining battery modules are in a normal degradation state, the control unit 120 can set the power mode of battery pack 10 to warning mode. Moreover, if at least one battery module among the battery modules 11 included in battery pack 10 is in a fully degraded state, the control unit 120 can set the power mode of battery pack 10 to emergency mode.

[0162] As another example, if the proportion of battery modules 11 in the battery pack 10 whose degradation state is abnormally degraded or completely degraded is less than a preset third proportion, the control unit 120 can set the power mode of the battery pack 10 to normal mode. Furthermore, if the proportion of battery modules 11 in the battery pack 10 whose degradation state is abnormally degraded or completely degraded is greater than or equal to the third proportion and less than a preset fourth proportion, the control unit 120 can set the power mode of the battery pack 10 to warning mode. Moreover, if the proportion of battery modules 11 in the battery pack 10 whose degradation state is abnormally degraded or completely degraded is greater than or equal to the fourth proportion, the control unit 120 can set the power mode of the battery pack 10 to emergency mode.

[0163] The battery power setting device 100 has the advantage of being able to specifically distinguish the power mode of the battery pack 10 based on the number or ratio of battery modules 11 whose degradation state is abnormal (abnormal degradation state or complete degradation state).

[0164] The battery power setting device 100 according to this disclosure can be applied to a BMS (Battery Management System). That is, the BMS according to this disclosure may include the battery power setting device 100 described above. In this configuration, at least some of the components of the battery power setting device 100 can be implemented by supplementing or adding the functions of components included in a conventional BMS. For example, the measurement unit 110, control unit 120, and storage unit 130 of the battery power setting device 100 can be implemented as components of a BMS.

[0165] Furthermore, the battery power setting device 100 according to this disclosure can be disposed in the battery pack 10. That is, the battery pack 10 according to this disclosure may include the aforementioned battery power setting device 100, at least one battery module 11, and at least one battery cell 12. In addition, the battery pack 10 may also include electrical equipment (relays, fuses, etc.) and a housing.

[0166] Figure 2 This is a schematic diagram of a battery pack 10 according to another embodiment of the present disclosure.

[0167] The battery pack 10 may include multiple battery modules 11. And each battery module 11 may include multiple battery cells 12.

[0168] The measurement unit 110 can be connected to a first sensing line SL1 and a second sensing line SL2. Specifically, the measurement unit 110 can measure the voltage of each of the plurality of battery modules 11 and the plurality of battery cells 12 included in the battery pack 10 via the first sensing line SL1. Figure 2In this embodiment, only the first sensing line SL1 is shown as the sensing line for voltage measurement; however, it should be noted that multiple sensing lines may be connected to measure the voltage of each of the battery module 11 and the battery cell 12.

[0169] Furthermore, the measurement unit 110 can be connected to the current measurement unit A via the second sensing line SL3. For example, the current measurement unit A can be an ammeter or a shunt resistor capable of measuring the charging current and discharging current of the battery pack 10.

[0170] An external device can be connected to the positive terminal P+ and the negative terminal P- of the battery pack 10. For example, the external device can be a charging device or a load. In addition, the positive terminal P+ of the battery pack 10, the external device, and the negative terminal P- of the battery pack 10 can be electrically connected.

[0171] Figure 3 This is a schematic diagram illustrating a battery power setting method according to yet another embodiment of the present disclosure.

[0172] refer to Figure 3 The battery power setting method may include a voltage measurement step (S100), a battery cell degradation level determination step (S200), a battery module degradation state determination step (S300), and a battery pack upper limit power setting step (S400).

[0173] Preferably, each step of the battery power setting method can be performed by the battery power setting device 100. In the following text, for ease of explanation, content repeated above will be omitted or briefly described.

[0174] The voltage measurement step (S100) is a step of measuring the voltage of each battery cell in the battery cell 12 under preset conditions, and can be performed by the measurement unit 110.

[0175] For example, the measurement unit 110 can be configured to periodically or non-periodically measure the voltage of the battery cell 12, and measure the OCV of the battery cell 12 when the measured voltage meets a preset condition. Specifically, the measurement unit 110 can measure the OCV when the voltage of the battery cell 12 reaches a preset voltage and when the battery is in an idle state.

[0176] The battery cell degradation level determination step (S200) is a step that determines the degradation level of each battery cell 12 based on the voltage measured by the voltage measurement step (S100), and can be executed by the control unit 120.

[0177] Specifically, the control unit 120 can determine the degradation level of the battery cell 12 based on the ratio (voltage change rate) of the voltage fluctuation rate between the voltage of the battery cell 12 and a preset reference voltage over time (as cycles pass).

[0178] The battery module degradation state determination step (S300) is a step to determine the degradation state of each battery module 11 based on the degradation level of the corresponding battery cell 12, and can be executed by the control unit 120.

[0179] The control unit 120 can be configured to determine the degradation state of each battery module 11 based on the number or ratio of battery cells 12 whose degradation level is determined to be accelerating degradation.

[0180] First, the control unit 120 can determine the degradation state of the battery module 11 as a normal degradation state or an abnormal degradation state based on the presence of a battery cell 12 whose degradation level is determined to be accelerated degradation. Furthermore, the control unit 120 can further determine the degradation state of a battery module 11 whose degradation state is determined to be abnormal as an abnormal degradation state or a fully degraded state.

[0181] The battery pack upper limit power setting step (S400) is a step of setting the upper limit power of the battery pack 10 by determining the output of each battery module 11 based on the determined degradation state, and can be executed by the control unit 120.

[0182] The control unit 120 can be configured to set the power mode of the battery pack 10 to normal mode, warning mode, or emergency mode based on the number or ratio of battery modules 11 that are determined to be in an abnormally deteriorated state.

[0183] Specifically, the control unit 120 can be configured to determine the power mode based on the number or ratio of battery modules 11 whose degradation state is determined to be abnormally degraded or completely degraded.

[0184] Figure 4 This is a schematic diagram of vehicle 1 according to yet another embodiment of the present disclosure.

[0185] refer to Figure 4 The vehicle 1 may include a battery pack 10, an electronic control unit (ECU) 20, a motor control unit (MCU) 30, a motor 40, a low-voltage DC-DC converter (LDC) 50, and a low-voltage battery 60.

[0186] Here, the battery pack 10 may include one or more battery modules 11 and a BMS (Battery Management System) 15. Furthermore, the BMS 15 may include a battery power setting device 100. For example, in Figure 4In some embodiments, the battery power setting device 100 is shown as being included in the BMS 15, but the battery power setting device 100 can be implemented by supplementing or adding the functionality of components included in the BMS 15.

[0187] Meanwhile, although not shown, the vehicle 1 according to an embodiment of the present disclosure includes a main relay. The main relay is positioned on a predetermined power line connected to the battery pack 10 and controls the DC power output through the battery pack 10.

[0188] The electronic control unit 20 can control the electrical system within the vehicle 1 as a whole. This includes motor control, regenerative braking control, air conditioning load control, and electrical load power supply control.

[0189] The electronic control unit 20 includes a drive control unit 21. The drive control unit 21 can send the power control signals required by the drive motor 40 to the BMS 15.

[0190] Electronic control unit 20 can send the control signals required by drive motor 40 to motor control unit 30. Electronic control unit 20 can send the pulse width modulation (PWM) control signals required by drive motor 40 to motor control unit 30 as vehicle 1 accelerates or decelerates. Motor control unit 30 can receive the power required by drive motor 40 from battery pack 10 based on the PWM control signals received from electronic control unit 20.

[0191] The electronic control unit 20 can distinguish between components essential for driving the vehicle 1 and other components and send the power control signals required for each component to the BMS 15.

[0192] The electronic control unit 20 can send a low-voltage control signal to the low-voltage DC-DC converter 50 and the BMS 15 to supply power to the low-voltage battery 60. The low-voltage battery 60 can be a device that supplies power to electrical components that operate at low voltage. The low-voltage DC-DC converter 50 can receive power from the battery pack 10 for charging the low-voltage battery 60 based on the low-voltage control signal sent from the electronic control unit 20.

[0193] The motor control unit 30 can control the operation of the motor 40. The motor control unit 30 may include an inverter and an inverter control unit.

[0194] The inverter receives DC power from the battery pack 10 based on the switching state of the main relay. Furthermore, the inverter can convert the DC power supplied from the battery pack 10 into AC power and supply the converted AC power to the motor 40. Preferably, the AC power converted by the inverter is three-phase AC power.

[0195] Specifically, the inverter can be formed of IGBTs (Insulated Gate Bipolar Transistors), and as the IGBTs are turned on or off according to pulse width modulation control signals, the DC power supplied from the battery pack 10 can be converted into AC power. The converted AC power can drive the motor 40. That is, the motor control unit 30 can control the operation of the motor 40 according to the pulse width modulation control signals received from the electronic control unit 20.

[0196] The motor control unit 30 can receive power output from the battery pack 10. At this time, the battery pack 10 can supply power based on the power control signal required by the drive motor 40, which is sent from the electronic control unit 20 to the BMS 15. The motor control unit 30 can then send the power output from the battery pack 10 to the motor 40.

[0197] The drive control unit 21 can determine the drive conditions of the motor 40 and calculate the drive value for driving the motor 40 based on the determined drive conditions. The drive control unit 21 can generate a pulse width modulation control signal for controlling the inverter (preferably for controlling the switching of the IGBTs constituting the inverter) based on the calculated drive value.

[0198] Therefore, the inverter can selectively perform on-off operations based on the pulse width modulation control signal received from the drive control unit 21, thereby converting the DC power supplied from the battery pack 10 into AC power.

[0199] Motor 40 can be driven by AC power supplied from motor control unit 30. Motor 40 can increase or decrease its driving speed according to the pulse width modulation control signal from motor control unit 30. That is, motor 40 can change its rotational speed (revolutions per minute; hereinafter referred to as RPM) according to the control signal from motor control unit 30. The output of motor 40 can vary according to the amount of power supplied from battery pack 10.

[0200] The motor 40 includes a stationary, non-rotating stator (not shown) and a rotating rotor (not shown). The motor is supplied with AC power via an inverter.

[0201] Motor 40 may be, for example, a three-phase motor, and the rotational speed of the rotor varies according to the applied frequency when AC power of variable voltage / frequency is applied to the stator coils of each phase.

[0202] Motor 40 can be of various types, such as induction motor, BLDC motor (brushless DC motor) and reluctance motor.

[0203] Meanwhile, a drive gear (not shown) can be mounted on one side of the motor 40. The drive gear converts the rotational energy of the motor 40 into kinetic energy according to the gear ratio. The rotational energy output from the drive gear is transmitted to the front wheels and / or the rear wheels to move the electric vehicle 1.

[0204] Meanwhile, the vehicle 1 according to the embodiments of this disclosure may include not only a pure electric vehicle using a battery pack 10 and a motor 40, but also a hybrid electric vehicle concept that uses an engine together with the battery pack 10 and the motor 40.

[0205] In addition, although not shown in the figure, vehicle 1 may also include a current measuring unit, as described above, which detects the magnitude of the current supplied to motor 40 according to the driving state of motor 40.

[0206] The current measurement unit detects the three-phase current values ​​(U-phase current value, V-phase current value, W-phase current value) supplied to the motor 40 and sends them to the drive control unit 21.

[0207] The low-voltage DC-DC converter 50 can charge the low-voltage battery 60 by converting the high-voltage DC current output from the battery pack 10 into a low-voltage DC current and supplying the converted low-voltage DC current to the low-voltage battery 60. The motor 40 of the vehicle 1 can directly receive high voltage from the battery pack 10, using the high voltage as its rated voltage. However, the electrical components of the vehicle 1 use low voltage (e.g., 12V) as their rated voltage, therefore it is necessary to step down the high voltage output from the battery pack 10 to a low voltage. Therefore, the low-voltage DC-DC converter 50 can charge the low-voltage battery 60 by converting the high voltage output from the battery pack 10 into a low voltage based on a low-voltage control signal sent from the electronic control unit 20.

[0208] The low-voltage battery 60 can be charged by receiving power from the battery pack 10, which has been charged to a high voltage. The low-voltage battery 60 can also be charged by receiving low-voltage power converted from the high voltage output from the battery pack 10 via a low-voltage DC converter 50. The low-voltage battery 60 can supply power to electrical components that use low voltage as their rated voltage.

[0209] Although not shown, vehicle 1 may also include a user interface. The user interface may display the power mode of battery pack 10 set by BMS 15. Specifically, the power mode of battery pack 10 is set by a battery power setting device.

[0210] The user interface can distinguish between the normal mode, warning mode, and emergency mode set in the BMS15 using text or color. For example, the user interface can distinguish the power mode of the battery pack 10 on the display panel of vehicle 1 using text and display it as one of the normal mode, warning mode, and emergency mode. Furthermore, the user interface can distinguish and display the power mode on the display panel of vehicle 1 using color, with green for normal mode, yellow for warning mode, and red for emergency mode.

[0211] Figure 5 and Figure 6 This is a schematic diagram of a vehicle 1 control method according to yet another embodiment of the present disclosure.

[0212] Steps S200, S300 and S400 are executed by the control unit 120 of the battery power setting device 100 and are repeated from the previously described content, so their detailed description is omitted.

[0213] Step S500 is a step for limiting the output of motor 40, and can be executed by drive control unit 21 of electronic control unit 20.

[0214] The drive control unit 21 can be configured to limit the maximum output of the motor 40 to an output corresponding to the upper limit power.

[0215] Specifically, the electronic control unit 20 can receive information about the maximum power of the battery pack 10 from the battery power setting device 100. Preferably, the drive control unit 21 can receive information about the maximum power of the battery pack 10 from the control unit 120.

[0216] Furthermore, the drive control unit 21 can limit the maximum output of the motor 40 to an output corresponding to or lower than the upper limit power of the battery pack 10, in order to delay over-discharge and degradation of the battery pack 10. That is, the drive control unit 21 can limit the maximum output of the motor 40 to a value corresponding to the upper limit power of the battery pack 10.

[0217] exist Figure 6 In this embodiment, when the battery pack 10's power mode is normal mode, the maximum output can be set as a first output. Then, when the battery pack 10's power mode is warning mode, the maximum output can be set as a second output. Finally, when the battery pack 10's power mode is emergency mode, the maximum output can be set as a third output. Preferably, the first output is greater than the second and third outputs, and the second output is greater than the third output.

[0218] For example, even if the driver inputs a drive command exceeding the maximum output of the motor 40 into the electronic control unit 20, the drive control unit 21 can maintain the output of the motor 40 at or below the set maximum output. Furthermore, the electronic control unit 20 can notify the driver via a user interface that the output of the motor 40 is limited to the set maximum output or below.

[0219] According to an embodiment of the present disclosure, the vehicle 1 can delay the degradation of the battery pack 10 by limiting the output of the motor 40 to an output corresponding to or lower than the upper limit power of the battery pack 10.

[0220] The drive control unit 21 can be configured to further consider the state of health (SOH) of the battery pack when controlling the output of the motor. That is, in step S500, the drive control unit 21 can compare the SOH (state of health) of the battery pack 10 with a reference SOH and then control the output of the motor 40.

[0221] The drive control unit 21 can receive information about the state of equilibrium (SOH) of the battery pack 10 from the BMS 15. Here, the BMS 15 can estimate the SOH of the battery pack 10 by comparing its capacity or internal resistance with its initial values. Since various conventional techniques can be employed for SOH estimation, their detailed descriptions are omitted.

[0222] The drive control unit 21 can temporarily lift the output limit on the motor 40 only when the state of equilibrium (SOH) of the battery pack 10 exceeds a reference SOH. That is, even if the battery pack 10 is temporarily over-discharged beyond a set upper limit when its SOH exceeds the reference SOH, it may not significantly affect the degradation of the battery pack 10. This is because the battery pack 10 is in very good condition. Therefore, the drive control unit 21 can temporarily lift the output limit on the motor 40 based on the state of the battery pack 10 to increase the output of the motor 40.

[0223] Specifically, when an output request exceeding the upper limit of power is input, the drive control unit 21 can be configured to limit the maximum output of the motor 40 to the upper limit of power after a time preset to correspond to the power mode of the battery pack 10.

[0224] In one embodiment, assuming the State of Harm (SOH) of battery pack 10 exceeds a reference SOH. When the power mode of battery pack 10 is normal mode, drive control unit 21 can set the maximum output to a first output and set the output limit release time to a first time. Then, when the power mode of battery pack 10 is warning mode, drive control unit 21 can set the maximum output to a second output and set the output limit release time to a second time. Finally, when the power mode of battery pack 10 is emergency mode, drive control unit 21 can set the maximum output to a third output and set the output limit release time to a third time. Preferably, the first time is greater than the second and third times, and the second time is greater than the third time. More preferably, the third time is set to 0, such that the output limit of battery pack 10 is not released when the power mode is emergency mode.

[0225] For example, suppose the State of Harm (SOH) of battery pack 10 exceeds a reference SOH and the power mode of battery pack 10 is determined to be normal mode. If the driver inputs a drive command exceeding the maximum output of motor 40 into electronic control unit 20, drive control unit 21 can maintain the output of motor 40 at the output corresponding to the drive command for only a first time, and then limit the output of motor 40 to the output corresponding to the upper limit power of battery pack 10.

[0226] In another embodiment, it is assumed that the state of harmonics (SOH) of the battery pack 10 is lower than the reference SOH. In this case, even if the power mode of the battery pack 10 is determined to be the normal mode, the limitation on the output of the motor 40 may not be lifted.

[0227] The vehicle 1 according to an embodiment of the present disclosure has the advantage of improving driver satisfaction by dynamically releasing the limitation on the output of the motor 40 based on the SOH of the battery pack 10.

[0228] The following describes another embodiment of the drive control unit 21 controlling the drive of the motor 40.

[0229] The drive control unit 21 can be configured to obtain weather information.

[0230] For example, vehicle 1 can use its equipped sensors to measure weather-related factors outside vehicle 1, such as temperature and humidity. Furthermore, electronic control unit 20 can generate weather information about the outside of vehicle 1 based on the weather-related factors measured by the sensors.

[0231] As another example, vehicle 1 may also include a weather information acquisition unit (not shown). The weather information acquisition unit can use sensors to measure weather-related factors such as temperature and humidity outside vehicle 1 to generate weather information about the outside of vehicle 1. The weather information acquisition unit can then send the generated weather information to drive control unit 21.

[0232] For ease of explanation, the following description assumes that the weather information includes information about temperature and humidity. However, it should be noted that the weather information may include any weather-related factors that may affect the degradation of the battery pack 10, and may also include single information such as temperature or humidity.

[0233] The drive control unit 21 can be configured to determine the weights corresponding to the obtained weather information from a preset table.

[0234] Specifically, the table contains preset weights corresponding to weather-related elements. For example, weights based on temperature and humidity can be preset in the table. More specifically, when the temperature is t℃ and the humidity is h%, the corresponding weights can be preset. The drive control unit 21 can determine the weights corresponding to the acquired weather information by inputting the acquired weather information into the table. Here, the weights can be in the range of 0 or higher and 1 or lower.

[0235] If the acquired weather information is at a level that does not affect the degradation of battery pack 10, the weight can be determined to be 1. Conversely, if the acquired weather information is at a level that affects the degradation of battery pack 10 (e.g., high temperature and high humidity), the weight can be determined to be in the range of 0 or less than 1.

[0236] The drive control unit 21 can be configured to add the determined weights to the output corresponding to the upper limit power.

[0237] Specifically, the drive control unit 21 can calculate the output corresponding to the upper limit power of the battery pack 10 and add the determined weight to the calculated output. For example, the drive control unit 21 can reduce the calculated output by multiplying the calculated output by the weight.

[0238] The drive control unit 21 can be configured to limit the output of the motor 40 to the weighted output or lower.

[0239] The drive control unit 21 can first limit the output of the motor 40 to an output corresponding to the upper limit of the battery pack 10, and then limit the output of the motor 40 to an output weighted to take into account weather information. Therefore, even when the vehicle 1 is in operation, the motor 40 is driven within the limited output range, so the degradation of the battery pack 10 can proceed slowly.

[0240] Typically, the degradation rate of the battery pack 10 may be affected by factors such as temperature and humidity. For example, the battery pack 10 exposed to high temperature and high humidity environments is prone to internal overheating, which may lead to an increase in the rate of chemical reactions inside the battery cells, resulting in rapid heat generation and thus unstable heat accumulation.

[0241] Furthermore, as the battery pack 10 is exposed to a high-temperature environment, the amount of internal gas generated in the battery cells 12 may increase. In this case, the increased internal gas may cause the battery cells 12 to expand, and there is a problem that internal gas may be released from the battery cells 12 as they are vented.

[0242] Therefore, battery pack 10 exposed to such an environment may degrade more rapidly than battery pack 10 not exposed to such an environment. Thus, vehicle 1 according to embodiments of this disclosure can more effectively prevent battery pack 10 degradation by using weather-information-based weighting to further limit the output of motor 40.

[0243] The following describes another embodiment of the drive control unit 21 controlling the drive of the motor 40.

[0244] Vehicle 1 may also include a navigation unit (not shown). The driver can set a destination by operating the navigation unit. In this case, the navigation unit can calculate the target travel distance by considering the optimal route from the current location of vehicle 1 to the destination set by the driver. Here, the navigation unit can obtain real-time road traffic information from an external source via wired and / or wireless networks, and determine the optimal route to the destination by considering the obtained real-time road traffic information.

[0245] The drive control unit 21 can be configured to obtain information about the target driving distance to the destination, the capacity of the battery pack 10, and the driving style of the vehicle 1.

[0246] Here, the target driving distance is the distance corresponding to the optimal route to the destination calculated by the navigation unit, and the drive control unit 21 can receive the target driving distance from the navigation unit. The capacity of the battery pack 10 is information about the state of charge (SOC) of the battery pack 10, and the drive control unit 21 can receive information about the capacity of the battery pack 10 from the control unit 120. The driving style is information about the fuel economy ([km / kWh]) of the vehicle 1, and can be pre-stored in the memory unit (not shown) of the electronic control unit 20.

[0247] The drive control unit 21 can be configured to control the drive of the motor 40 based on the upper limit power, the capacity of the battery pack 10, the target driving distance, and the driving style.

[0248] First, the drive control unit 21 can be configured to calculate a first output value corresponding to the upper limit power. Specifically, the drive control unit 21 can calculate the first output value by converting the upper limit power of the battery pack 10 set by the control unit 120 into the output value of the motor 40.

[0249] The drive control unit 21 can be configured to calculate a second output value for the target driving distance based on the capacity of the battery pack 10 and the driving style. Specifically, the drive control unit 21 can use the state of charge (SOC) of the battery pack 10 to calculate the second output value for the target driving distance of the vehicle 1, taking into account the fuel economy of the vehicle 1. For example, the control unit 120 can take into account the fuel economy of the vehicle 1 and calculate the maximum value among the output values ​​of the motor 40 that the vehicle 1 can output within the SOC of the battery pack 10 to reach the destination as the second output value.

[0250] The drive control unit 21 can be configured to limit the output of the motor 40 to the smaller of a first output value and a second output value or lower.

[0251] Specifically, the drive control unit 21 can select the lower of the first and second output values. Furthermore, the drive control unit 21 can control the output of the motor 40 to the selected output value or a lower value.

[0252] That is, if the output of motor 40 is limited to a first output value calculated by only considering the upper limit power of battery pack 10, the capacity of battery pack 10 may decrease more quickly than expected, making it impossible to reach the destination. Therefore, the vehicle 1 according to the embodiments of this disclosure has the advantage that when a destination is set, the output of motor 40 can be further limited by controlling the operation of motor 40 based on the result of comparing the first output value with the second output value, so that vehicle 1 can reach the destination.

[0253] The drive control unit 21 can be configured to calculate a second output value taking into account the driving pattern, the second output value being such that the capacity of the battery pack 10 is greater than or equal to a preset threshold capacity when the target driving distance is reached.

[0254] Specifically, when the battery pack 10 is maintained within an appropriate SOC range, it can degrade more slowly compared to when it is fully charged and fully discharged. For example, maintaining the SOC of the battery pack 10 within the range of 20% to 80% can delay the degradation of the battery pack 10 more than when it is used within the SOC range of 0% to 100%. Therefore, the drive control unit 21 can calculate a second output value that ensures that the capacity of the battery pack 10 is equal to or greater than a preset threshold capacity (e.g., SOC 20% or the corresponding capacity) even when the target driving distance is reached.

[0255] That is, the drive control unit 21 can mitigate the degradation of the battery pack 10 by preventing its capacity from dropping below a threshold capacity during the journey to the destination. Therefore, the expected lifespan of the battery pack 10 can be increased by controlling the drive of the motor 40.

[0256] In the following text, see references Figure 7 and Figure 8 This describes another embodiment of the drive control unit 21 controlling the power distribution to essential and auxiliary components based on the upper limit power of the battery pack 10.

[0257] Equipment essential for vehicle operation is described as necessary components. For example, necessary components may include equipment directly related to the operation and driving of the vehicle, such as motors, reducers, and inverters.

[0258] Furthermore, among the devices included in a vehicle, those other than essential components are described as auxiliary components. For example, auxiliary components may include devices that are not essential for driving the vehicle but assist driving or are related to driver convenience, such as air conditioning equipment, audio equipment, and display equipment.

[0259] However, please note that the aforementioned essential and auxiliary components are merely examples and are not limited to this disclosure.

[0260] Figure 7 and Figure 8 This is a schematic diagram of a vehicle control method according to yet another embodiment of the present disclosure.

[0261] Steps S200, S300 and S400 are executed by the control unit 120 of the battery power setting device 100 and are repeated from the previously described content, so their detailed description is omitted.

[0262] Step S600 is a step for controlling the power distribution of the battery pack, and can be executed by the drive control unit 21 of the electronic control unit 20.

[0263] The drive control unit 21 can be configured to control the power distribution to the essential and auxiliary components of the vehicle 1 based on the upper limit of the battery pack 10.

[0264] Specifically, the electronic control unit 20 can receive information about the maximum power of the battery pack 10 from the battery power setting device 100. Preferably, the drive control unit 21 can receive information about the maximum power of the battery pack 10 from the control unit 120.

[0265] In addition, the drive control unit 21 can distribute power to necessary and auxiliary components within the upper limit of the battery pack 10 to delay the over-discharge and degradation of the battery pack 10.

[0266] Preferably, the drive control unit 21 can be configured to control the output of the battery pack 10 such that, within the upper limit of power, power is first supplied to essential components, and within the remaining power range, power is supplied to auxiliary components. That is, the drive control unit 21 can set the priority of essential components to be higher than that of auxiliary components, and control the output of the battery pack 10 such that power is first supplied to essential components with higher priority.

[0267] More preferably, the drive control unit 21 can set priorities among the devices included in the essential components, and can also set priorities among the devices included in the auxiliary components. Furthermore, the drive control unit 21 can control the output of the battery pack 10 so that power is input starting from the device with the highest priority.

[0268] If it is anticipated that at least one of the essential components will not be supplied with the minimum required power (the minimum power required to operate the device), the drive control unit 21 can control the output of the battery pack 10 such that power greater than or equal to the minimum required power is supplied to all the devices included in the essential components. In this case, since power is supplied to all the essential components, the vehicle 1 can operate.

[0269] For example, if the recommended required power (the recommended power required to drive the corresponding device) is supplied by considering the priority of the devices included in the essential components, there may be a situation where the minimum required power cannot be supplied to at least one of the essential components. In this case, since it is impossible for the vehicle 1 itself to move, the drive control unit 21 can control the output of the battery pack 10 so that power corresponding to the minimum required power is supplied to all devices included in the essential components within the upper limit power of the battery pack 10.

[0270] If, even within the maximum power limit of the battery pack 10, it is impossible to supply power corresponding to the minimum required power to all devices included in the essential components, the drive control unit 21 may temporarily lift the limit on the maximum power of the battery pack 10, allowing power corresponding to the minimum required power to be supplied to all devices included in the essential components. Furthermore, the drive control unit 21 may notify the driver via a user interface that the limit on the maximum power of the battery pack 10 has been temporarily lifted.

[0271] The vehicle 1 according to this disclosure has the advantage of being able to prioritize the power required to drive the vehicle 1 by appropriately distributing power to necessary and auxiliary components within the upper limit of the power of the battery pack 10.

[0272] refer to Figure 8The drive control unit 21 can be configured to control the power distribution to essential and auxiliary components based on the power mode of the battery pack 10. Here, the power mode of the battery pack 10 is set by the control unit 120 and can be set to a normal mode, a warning mode, or an emergency mode.

[0273] The drive control unit 21 can distinguish between components that need to be supplied with power and components that need to have their power supply cut off based on the power mode of the battery pack 10.

[0274] When the power mode of the battery pack 10 is in normal mode, the drive control unit 21 can control the output of the battery pack 10 to supply power to all components (necessary components and auxiliary components) of the vehicle 1.

[0275] For example, the drive control unit 21 can control the output of the battery pack 10 so that the recommended power required by each device of all components is supplied to the corresponding device.

[0276] When the power mode of the battery pack 10 is the warning mode, the drive control unit 21 can control the output of the battery pack 10 so that power is preferentially supplied to the necessary components and the auxiliary components are supplied with less power compared to the case when the power mode of the battery pack 10 is the normal mode.

[0277] For example, the drive control unit 21 can control the output of the battery pack 10 so that the recommended required power for each device of the essential components is supplied to the corresponding device. Furthermore, the drive control unit 21 can control the output of the battery pack 10 so that power equal to or greater than the minimum required power for each device of the auxiliary components, but less than the recommended required power, is supplied to the corresponding device.

[0278] When the power mode of the battery pack 10 is emergency mode, the drive control unit 21 can control the output of the battery pack 10 so that power is supplied only to the necessary components and no power is supplied to the auxiliary components or the minimum required power for each device is supplied to the auxiliary components.

[0279] For example, the drive control unit 21 can control the output of the battery pack 10 such that power equal to or greater than the minimum required power of each device of the essential components and equal to or less than the recommended required power is supplied to the corresponding device. Furthermore, the drive control unit 21 can limit the output of the battery pack 10 such that power is not supplied to each device of the auxiliary components.

[0280] As another example, when power is supplied to each device of the necessary components and the battery pack 10 has surplus power, the drive control unit 21 can control the output of the battery pack 10 such that the minimum required power required by each device of the auxiliary components is supplied within the range of the remaining power of the battery pack 10.

[0281] In the following text, see references Figures 9 to 45 The following describes in detail a vehicle according to yet another embodiment of the present disclosure.

[0282] Figure 9 This is a perspective view of a hybrid electric vehicle according to one embodiment.

[0283] refer to Figure 9 The hybrid electric vehicle 1 may include a first battery 200, an engine 300, and a motor 400 connected to the first battery 200.

[0284] The first battery 200 can correspond to the battery pack 10 described above. The motor 400 can correspond to the motor 40 described above.

[0285] The first battery 200 can supply electrical energy to the motor 400. The motor 400 can convert the electrical energy supplied from the first battery 200 into kinetic energy to power the hybrid electric vehicle 1. The engine 300 is arranged spaced apart from the motor 400 and can be based on energy from a fuel tank (see [link to fuel tank]). Figure 10 The fuel supplied by 600 (of which) powers the hybrid electric vehicle 1. That is, according to Figure 9 Vehicle 1 can be a hybrid electric vehicle driven by electric motor 400 and / or engine 300. Figure 9 In this illustration, engine 300 and motor 400 are shown to power only the two wheels (front wheels) located in the front FP of the hybrid electric vehicle 1. However, this is not a limitation, and engine 300 and motor 400 may power only the two wheels (rear wheels) located in the rear RP of the hybrid electric vehicle 1, or they may power both the front and rear wheels. For ease of explanation, the following description will focus on the case where engine 300 and motor 400 are located in the front FP and power the front wheels.

[0286] Figure 10 It is based on Figure 9 An exploded perspective view of a hybrid electric vehicle. Figure 11 It shows in detail the basis Figure 10 A diagram showing the configuration of a hybrid electric vehicle.

[0287] refer to Figure 10 and Figure 11 The hybrid electric vehicle 1 may include a first battery 200, an engine (ENGINE, 300), a motor (MOTOR, 400), a transmission (TRANSMISSION, 500), a fuel tank 600, an electronic control unit (ECU, 700), a battery management system (BMS, 800), and a plug-in charger 900.

[0288] The battery management system 800 according to this disclosure can correspond to the BMS 15 described above. That is, the battery power setting device 100 can be applied to the battery management system 800. For example, the measurement unit 110, control unit 120, and storage unit 130 of the battery power setting device 100 can be implemented as components of the battery management system 800.

[0289] The first battery 200 can be charged via a plug-in charger 900. The first battery 200 can be a plug-in battery. The plug-in charger 900 can receive electrical energy from an external charging device and supply electrical energy to the first battery 200 to charge it. The first battery 200 can be connected to the motor 400.

[0290] Engine 300 can power hybrid electric vehicle 1 based on fuel supplied from fuel tank 600. Electric motor 400 can power hybrid electric vehicle 1 by converting electrical energy supplied from first battery 200 into kinetic energy. A clutch may be further arranged between engine 300 and electric motor 400, but is not limited thereto.

[0291] The transmission 500 may be located between the motor 400 and the wheels, but is not limited thereto. The transmission 500 may shift the power of the motor 400 and / or the engine 300 to move the wheels. The final reduction gear may be further located between the transmission 500 and the wheels, but is not limited thereto.

[0292] The engine 300, motor 400 and transmission 500 can be placed in the front FP of the hybrid electric vehicle 1.

[0293] Fuel tank 600 can be connected to engine 300. Fuel tank 600 supplies fuel to engine 300, and engine 300 can generate kinetic energy based on the supplied fuel.

[0294] The electronic control unit 700 can control the engine 300, the electric motor 400, the transmission 500, and the battery management system 800. The electronic control unit 700 may correspond to the electronic control unit 20 described above.

[0295] The battery management system 800 can control the first battery 200. The battery management system 800 can correspond to the BMS15 described above.

[0296] The battery management system 800 can control the output and charging of the first battery 200. The battery management system 800 is shown as being placed separately from the first battery 200, but is not limited to this; it can be placed inside the first battery 200. For ease of explanation, the following description will focus on the case where the battery management system 800 is placed separately outside the first battery 200.

[0297] Figure 12 It shows the basis Figure 11 A perspective view of the first battery 200.

[0298] refer to Figure 12 The first battery 200 may include multiple battery modules 210. Battery module 210 may correspond to battery module 11 described above.

[0299] However, the first battery 200 is not limited to this. That is, the first battery 200 can be manufactured by a cell-to-pack process without going through the manufacturing steps of the battery module 210, which includes multiple battery cells. However, for ease of explanation, the following description will focus on the first battery 200, which includes both battery modules and battery cells.

[0300] Additionally, the first battery 200 may include other components besides the battery cells, such as known components of the first battery 200, such as a BMS, busbar, housing, relay, and current sensor.

[0301] Figure 13 It is shown Figure 12 A perspective view of the battery module 210 of the first battery 200.

[0302] refer to Figure 13 The battery module 210 may include individual battery cells 220. The battery module 210 may include, for example, a cell assembly and a module housing, the cell assembly including a plurality of battery cells 220 electrically connected to each other, and the module housing housing the cell assembly.

[0303] Figure 14 It is shown Figure 13 A perspective view of the exterior of the 220 battery cell. Figure 15 yes Figure 14 Exploded perspective view of battery cell 220.

[0304] refer to Figure 14 and Figure 15 The battery cell 220 may include an electrode assembly 230, an electrode lead 240 extending from the electrode assembly 230, and a housing 250 that houses the electrode assembly 230 such that the electrode lead 240 is pulled outward.

[0305] Although not shown in detail, the electrode assembly 230 may include a first electrode plate having a first electrode tab, a second electrode plate having a second electrode tab, and a partition disposed between the first and second electrode plates. The first electrode plate may be a positive electrode plate coated with a positive active material or a negative electrode plate coated with a negative active material, and the second electrode plate may correspond to an electrode plate having a polarity opposite to that of the first electrode plate. The first electrode tab may be at least a portion of the uncoated portion of the first electrode plate that is not coated with a positive or negative active material. The second electrode tab may be at least a portion of the uncoated portion of the second electrode plate that is not coated with a positive or negative active material. The uncoated portion may be a portion protruding from the first or second electrode plate of the electrode assembly 230. Specifically, the electrode tab may be formed by aggregating portions of the uncoated portion that have been processed by a punching process. However, in this disclosure, the electrode tab is not limited to at least a portion of the uncoated portion. That is, the electrode tabs may be separately disposed and coupled to the uncoated portion.

[0306] Electrode leads 240 can extend from electrode assembly 230. Electrode leads 240 can be coupled to electrode tabs by soldering or the like. Electrode leads 240 can be configured as a pair and can be disposed on one or both sides of electrode assembly 230.

[0307] The housing 250 can accommodate the electrode assembly 230 such that the electrode lead 240 can be pulled outwards. The housing 250 can contain an electrolyte internally and house the electrode assembly 230 in an impregnated form. The electrode lead 240 can be pulled out from both sides of the housing 250, or from only one side. The housing 250 can be a bag-like membrane including a layer of metallic material, but is not limited thereto. The housing 250 is formed to accommodate the electrode assembly 230 and prevent electrolyte leakage. The housing 250 can be formed using a single-cup method, in which a bag including a first housing 250a and a second housing 250b connected to each other is folded and the portion of the first housing 250a in contact with the second housing 250b is sealed. In contrast, as... Figure 15 As shown, the housing 250 can be formed using a double-cup method, in which the first housing 250a and the second housing 250b overlap and are sealed.

[0308] The housing 250 may include a receiving portion 251, a sealing portion 252, and a gas discharge bag 253.

[0309] The receiving portion 251 can accommodate the electrode assembly 230. The receiving portion 251 can be configured to form a receiving space for accommodating the electrode assembly 230 approximately near the center of the housing 250. (See reference) Figure 15 The first housing 250 and the second housing 250 may partially contact each other and be sealed to form a receiving portion 251.

[0310] The sealing portion 252 may be provided along the edge of the receiving portion 251. The sealing portion 252 can be formed by sealing the housing 250 along the edge of the receiving portion 251 via high-temperature compression. In the case of a single-cup method where the bag is folded and sealed, the sealing portion 252 may be formed on three sides of the bag other than the folded portion. In such cases... Figure 15 In the double-cup configuration shown, where the first housing 250a and the second housing 250b overlap and are sealed, the sealing portion 252 can be formed on all four sides. The sealing portion 252 can have a weak sealing portion 252a configured to have a lower sealing strength than other regions 252b. The other regions 252b can be the remaining portions of the sealing portion 252 other than the weak sealing portion 252a.

[0311] The gas venting bag 253 can be disposed at a position corresponding to the weak sealing portion 252a. The gas venting bag 253 can be configured to communicate with the receiving portion 251 when the weak sealing portion 252a ruptures due to an increase in internal pressure caused by the generation of gas inside the battery cell 220.

[0312] Although not shown in the figure, the gas discharge bag 253 and the weak sealing part 252a can be set at the desired location and in the desired quantity according to the desired location and time of venting.

[0313] The battery cell 220 may include a sealing strip 260. The sealing strip 260 may be inserted between the electrode lead 240 and the inner surface of the housing 250. The sealing strip 260 may include a heat-sealable film to enhance the sealing performance of the housing 250 in areas where the electrode lead 240 is withdrawn. The sealing strip 260 may include an insulating material to prevent short circuits in the electrode lead 240.

[0314] Figure 16 It shows the basis Figure 11 The diagram shows the specific configuration of the electronic control unit 700.

[0315] refer to Figure 16 The electronic control unit 700 may include an engine control unit 710, a BMS control unit 720, a motor control unit 730, a transmission control unit 740, and a drive mode determination unit 750.

[0316] The engine control unit 710 can control the engine 300, the BMS control unit 720 can control the battery management system 800, the motor control unit 730 can control the motor 400, and the transmission control unit 740 can control the transmission 500.

[0317] The drive mode determination unit 750 can determine the drive mode of the hybrid electric vehicle 1. For example, the drive mode determination unit 750 can determine whether the hybrid electric vehicle 1 is in EV (electric vehicle) drive mode (or EV mode), HEV (hybrid electric vehicle) drive mode (or HEV mode), ENG (engine) drive mode (or ENG mode), or RB (regenerative braking) drive mode (or RB mode).

[0318] Specific details regarding whether it is an EV drive mode, HEV drive mode, ENG drive mode, or RB drive mode, as well as the functions and operations of the engine control unit 710, BMS control unit 720, motor control unit 730, transmission control unit 740, and drive mode determination unit 750 in each drive mode, will be provided in [reference]. Figures 17 to 24 Let me describe it in detail.

[0319] Figure 17 This is a diagram showing the relationship between the components of the electronic control unit 700 in EV drive mode. Figure 18 This is a diagram illustrating the relationships between components of a hybrid electric vehicle in EV drive mode.

[0320] refer to Figure 17 and Figure 18 In EV drive mode, when the driver presses the accelerator pedal after starting the engine, the engine clutch disengages and the electric motor 400 is driven by the power of the first battery 200. The power of the motor 400 moves the wheels through the transmission 500 and the final reduction gear.

[0321] Specifically, in EV drive mode, the drive mode determination unit 750 can determine that the EV drive mode is in effect from the start until the first speed of the hybrid electric vehicle 1.

[0322] The drive mode determination unit 750 can connect the BMS control unit 720, the motor control unit 730, the transmission control unit 740, and the switch control unit 760.

[0323] The drive mode determination unit 750 can generate a battery control signal BS and send it to the BMS control unit 720, generate a motor control signal MS and send it to the motor 400, generate a transmission control signal TS and send it to the transmission 500, and generate a switch on signal SON and send it to the switch control unit 760. Figure 17In this embodiment, the drive mode determination unit 750 is exemplified as generating control signals BS, MS, and TS and sending them respectively to the BMS control unit 720, the motor control unit 730, and the transmission control unit 740, but is not limited thereto. That is, each of the BMS control unit 720, the motor control unit 730, and the transmission control unit 740 can generate the aforementioned control signals BS, MS, and TS under the control of the drive mode determination unit 750. For ease of explanation, the following description focuses on the drive mode determination unit 750 generating control signals BS, MS, and TS and sending them respectively to the BMS control unit 720, the motor control unit 730, and the transmission control unit 740.

[0324] The BMS control unit 720 can send the generated battery control signal BS to the first battery 200. The first battery 200 can supply power (or electrical energy) to the motor 400 based on the battery control signal BS from the BMS control unit 720.

[0325] The motor control unit 730 can send the generated motor control signal MS to the motor 400. The motor 400 can operate based on the sent motor control signal MS.

[0326] The transmission control unit 740 can send the generated transmission control signal TS to the transmission 500. The transmission 500 can operate based on the sent transmission control signal TS.

[0327] Figure 19 This is a diagram showing the relationship between the components of the electronic control unit 700 in HEV drive mode. Figure 20 This is a diagram showing the relationship between the components of the hybrid electric vehicle 1 in HEV drive mode.

[0328] refer to Figure 19 and Figure 20 The HEV drive mode can be a drive mode in which the speed of the hybrid electric vehicle 1 is higher than or equal to the first speed. In the HEV drive mode, the engine 300 and the motor 400 drive the hybrid electric vehicle 1 together. In the HEV drive mode, the power from the engine 300 and the motor 400 moves the wheels through the transmission 500 and the final reduction gear.

[0329] Specifically, in HEV drive mode, drive mode determination unit 750 can determine that the drive mode is HEV drive mode from a first speed or higher speed.

[0330] The drive mode determination unit 750 can connect the engine control unit 710, the BMS control unit 720, the motor control unit 730, and the transmission control unit 740.

[0331] The drive mode determination unit 750 can generate an engine control signal ES and send it to the engine control unit 710, generate a battery control signal BS and send it to the BMS control unit 720, generate a motor control signal MS and send it to the motor 400, and generate a transmission control signal TS and send it to the transmission 500. Figure 19 In this embodiment, the drive mode determination unit 750 is exemplified as generating control signals ES, BS, MS, and TS and sending them respectively to the engine control unit 710, BMS control unit 720, motor control unit 730, and transmission control unit 740, but is not limited thereto. That is, each of the engine control unit 710, BMS control unit 720, motor control unit 730, and transmission control unit 740 can generate the aforementioned control signals MS, BS, MS, and TS under the control of the drive mode determination unit 750. For ease of explanation, the following description will focus on the drive mode determination unit 750 generating control signals MS, BS, MS, and TS and sending them respectively to the engine control unit 710, BMS control unit 720, motor control unit 730, and transmission control unit 740.

[0332] The engine control unit 710 can send the generated engine control signal ES to the engine 300. The engine 300 can operate based on the sent engine control signal ES.

[0333] The BMS control unit 720 can send the generated battery control signal BS to the first battery 200. The first battery 200 can supply power (or electrical energy) to the motor 400 based on the battery control signal BS from the BMS control unit 720.

[0334] The motor control unit 730 can send the generated motor control signal MS to the motor 400. The motor 400 can operate based on the sent motor control signal MS.

[0335] The transmission control unit 740 can send the generated transmission control signal TS to the transmission 500. The transmission 500 can operate based on the sent transmission control signal TS.

[0336] Figure 21 This is a diagram showing the relationship between the components of the electronic control unit 700 in ENG drive mode. Figure 22 This is a diagram showing the relationship between the components of the hybrid electric vehicle 1 in ENG drive mode.

[0337] refer to Figure 21 and Figure 22The ENG drive mode can be a drive mode in which the speed of the hybrid electric vehicle 1 is higher than or equal to the second speed. In ENG drive mode, only the engine 300 drives the hybrid electric vehicle 1. In ENG drive mode, the power of the engine 300 moves the wheels through the transmission 500 and the final reduction gear.

[0338] Specifically, in ENG drive mode, drive mode determination unit 750 can determine that the drive mode is ENG drive mode from the second speed or higher speed.

[0339] The drive mode determination unit 750 can turn on the engine control unit 710 and the transmission control unit 740, and turn off the BMS control unit 720 and the motor control unit 730. In ENG drive mode, the power supply to the first battery 200 can be cut off by the BMS control unit 720.

[0340] The drive mode determination unit 750 can generate an engine control signal ES and send it to the engine control unit 710, generate a battery shutdown signal BFS and send it to the BMS control unit 720, and generate a transmission control signal TS and send it to the transmission 500. Figure 21 In the diagram, the drive mode determination unit 750 (not shown) generates a motor shutdown signal for turning off the motor 400 and sends it to the motor control unit 730. However, if the drive mode determination unit 750 does not send a motor control signal to the motor control unit 730 (see...), the motor control unit 750 will not send a motor control signal to the motor control unit 730. Figure 19 If the MS is received, then motor 400 can be turned off. However, this disclosure is not limited to this, and drive mode determination unit 750 can independently generate a motor shutdown signal for turning off motor 400 and send it to motor control unit 730, and motor 400 can be turned off based on the motor shutdown signal received from motor control unit 730.

[0341] exist Figure 21 The example illustrates how the drive mode determination unit 750 generates control signals ES, BFS, and TS and sends them to the engine control unit 710, BMS control unit 720, and transmission control unit 740, respectively, but it is not limited to this. That is, each of the engine control unit 710, BMS control unit 720, and transmission control unit 740 can generate the aforementioned control signals ES, BFS, and TS under the control of the drive mode determination unit 750. In the following description, for ease of explanation, the focus will be on the drive mode determination unit 750 generating control signals ES, BFS, and TS and sending them to each of the engine control unit 710, BMS control unit 720, and transmission control unit 740, respectively.

[0342] The engine control unit 710 can send the generated engine control signal ES to the engine 300. The engine 300 can operate based on the sent engine control signal ES.

[0343] The BMS control unit 720 can send the generated battery shutdown signal BFS to the first battery 200. The first battery 200 can then withhold power from the motor 400 based on the battery shutdown signal BFS from the BMS control unit 720.

[0344] The transmission control unit 740 can send the generated transmission control signal TS to the transmission 500. The transmission 500 can operate based on the sent transmission control signal TS.

[0345] Figure 23 This is a diagram showing the relationship between the components of the electronic control unit in RB drive mode. Figure 24 This is a diagram showing the relationships between the components of a hybrid electric vehicle in RB drive mode.

[0346] refer to Figure 23 and Figure 24 The RB drive mode can be activated during the braking mode of the hybrid electric vehicle 1.

[0347] RB drive mode can refer to a mode that recovers some of the kinetic energy (or mechanical power) lost in braking mode and converts it into electrical energy (or electricity).

[0348] In RB drive mode, motor 400 can operate as a generator, rather than converting electrical energy (or power) into kinetic energy (or mechanical power). That is, motor 400 can convert kinetic energy (or mechanical power) into electrical energy (or power).

[0349] Specifically, in RB drive mode, drive mode determination unit 750 can determine that the hybrid electric vehicle 1 is in RB drive mode when braking.

[0350] The drive mode determination unit 750 can turn on the BMS control unit 720 and the motor control unit 730, and turn off the transmission control unit 740 and the engine control unit 710.

[0351] The drive mode determination unit 750 can generate a battery charging signal (BCS) and send it to the BMS control unit 720, and generate a motor power generation signal (GMS) and send it to the motor control unit 730. Figure 23In the diagram, the drive mode determination unit 750 (not shown) generates an electrical shutdown signal for shutting off the engine 300 and sends it to the engine control unit 710, and the drive mode determination unit 750 generates a transmission shutdown signal for shutting off the transmission 500 and sends it to the transmission control unit 740. However, if the drive mode determination unit 750 does not send engine control signals to the engine control unit 710 and the transmission control unit 740 respectively (see...) Figure 21 ES) and transmission control signals (see Figure 21 If the drive mode determination unit 750 receives the engine shutdown signal and transmission shutdown signal respectively from the engine control unit 710 and transmission control unit 740, then the engine 300 and transmission 500 can be shut down. However, it is not limited to this. The drive mode determination unit 750 can generate engine shutdown signal and transmission shutdown signal separately to shut down the engine 300 and transmission 500, and send them to the engine control unit 710 and transmission control unit 740 respectively. The engine 300 and transmission 500 can be shut down based on the engine shutdown signal and transmission shutdown signal received from the engine control unit 710 and transmission control unit 740 respectively.

[0352] exist Figure 24 The example illustrates how the drive mode determination unit 750 generates control signals BCS and GMS and sends them to the BMS control unit 720 and the motor control unit 730, respectively, but it is not limited to this. That is, each of the BMS control unit 720 and the motor control unit 730 can generate the aforementioned control signals BCS and GMS under the control of the drive mode determination unit 750. In the following explanation, for ease of description, the focus will be on the fact that the drive mode determination unit 750 generates control signals BCS and GMS and sends them to the BMS control unit 720 and the motor control unit 730, respectively.

[0353] The BMS control unit 720 can send the generated battery charging signal BCS to the first battery 200. The first battery 200 can be charged (RB charging) by electrical energy (or power) generated from the motor 400 based on the sent battery charging signal BCS.

[0354] The motor control unit 730 can send the generated motor power generation signal GMS to the motor 400. The motor 400 can then convert itself into a generator and operate based on the motor power generation signal GMS from the motor control unit 730. The motor 400 can recover some of the kinetic energy (or mechanical power) lost in RB braking mode and convert it into electrical energy (or power). The motor 400 can then transfer the converted electrical energy (or power) to the first battery 200.

[0355] Figure 25 This is a detailed diagram illustrating the configuration of a hybrid electric vehicle 1 according to one embodiment. Figure 26 It shows the use according to Figure 25 A diagram showing the measurement of the open-circuit voltage of a single battery cell 12 by the Battery Management System 800. Figure 27 This is a flowchart illustrating a drive mode control method for the deterioration state of a first battery 200 based on a hybrid electric vehicle 1 according to one embodiment.

[0356] The battery management system 800 may include a voltage measurement unit 810, a degradation determination unit 830, and a memory unit 850.

[0357] The voltage measurement unit 810 can measure the voltage of each battery cell 12 included in the battery module 11 when it is discharged. That is, the voltage measurement unit 810 can be configured to measure the voltage of each battery cell 12 included in the battery module 11. Figure 26 For ease of illustration, the battery management system 800 is shown as measuring the voltage of a single battery cell 12 included in a battery module 11, but the battery management system 800 can also simultaneously measure the voltage of multiple battery cells 12 included in multiple battery modules 11.

[0358] For example, such as Figure 26 As shown, the voltage measurement unit 810 of the battery management system 800 can measure the voltage of each of the multiple battery cells 12 included in the battery module 11. Specifically, the voltage measurement unit 810 can measure the voltage of the first battery cell 12 via the first sensing line SL1 and the second sensing line SL2, and can measure the voltage of the second battery cell 12 via the second sensing line SL2 and the third sensing line SL3. Furthermore, the voltage measurement unit 810 can measure the voltage of the third battery cell 12 via the third sensing line SL3 and the fourth sensing line (not shown), and can measure the voltage of the nth battery cell 12 via the (n-1)th sensing line (SLn-1) and the nth sensing line (SLn).

[0359] The voltage measurement unit 810 can measure the open-circuit voltage (OCV) of each battery cell 12. That is, the voltage measurement unit 810 can measure both the voltage and the open-circuit voltage of each battery cell 12. Specifically, the voltage measurement unit 810 can measure the open-circuit voltage of each battery cell 12 after the measured voltage reaches a preset voltage and a certain period of time has elapsed. For example, the voltage measurement unit 810 can measure the open-circuit voltage of each battery cell 12 after the measured voltage reaches the preset voltage and a certain period of time has elapsed, allowing each battery cell 12 to reach an idle state.

[0360] Here, the preset voltage is applied to all battery cells 12, and is a preset voltage value for uniform OCV measurement time points. For example, the preset voltage can be set to the discharge termination voltage or charging termination voltage of multiple battery cells 12. As another example, the preset voltage can be preset to a specific voltage that is included within the voltage range of the battery cells 12 (e.g., 2.8 [V] to 4.2 [V]).

[0361] For example, suppose that for each of the battery cells 12, a preset voltage is set to V1 [V]. Then, the voltage measuring unit 810 can measure the open-circuit voltage of the first battery cell 12 when its voltage reaches V1. Similarly, the voltage measuring unit 810 can measure the open-circuit voltage of the second, third, fourth, or nth battery cell 12 when its voltage reaches V1.

[0362] The degradation determination unit 830 can classify the degradation level of each battery cell 12 based on the voltage magnitude and rate of change measured during the charging and discharging process. Multiple battery cells 12 can be classified by the degradation determination unit 830, for each cell, into one of decelerated degradation, linear degradation, and accelerated degradation.

[0363] The battery module 11 can be determined by the degradation determination unit 830 to be in an abnormal degradation state, a normal state, or a completely degraded state based on the number of battery cells 12 classified as accelerated degradation among the plurality of battery cells 12 included in each battery module. Alternatively, the battery module 11 can be determined by the degradation determination unit 830 to be in an abnormal degradation state, a normal state, or a completely degraded state based on the ratio of battery cells 12 classified as accelerated degradation among the plurality of battery cells 12 included in each battery module.

[0364] The memory unit 850 stores data about a preset voltage, and when the degradation determination unit 830 determines the degradation level of the battery cell 12, the data about the preset voltage can be sent to the degradation determination unit 830.

[0365] In the following text, reference will be made to Figures 27 to 31 A detailed description is provided of a method for determining the drive mode based on the degradation state of the first battery 200 of a hybrid electric vehicle 1. Obviously, referring to... Figures 27 to 31 The content described can also be applied to the basis described later. Figures 32 to 45 The battery management system 800 for hybrid electric vehicles.

[0366] Figure 28 It is shown Figure 27 A more detailed flowchart of the steps. Figure 29 It is shown in Figure 28 The curve of drive mode control in normal mode. Figure 30 It is shown in Figure 28 The curve of drive mode control in warning mode. Figure 31 It is shown in Figure 28 The curve of drive mode control in emergency mode.

[0367] refer to Figure 27 The method for determining a driving mode using a battery management system 800 based on the degradation state of the first battery 200 of a hybrid electric vehicle 1 may include a battery cell degradation level determination step (S200), a battery module degradation state determination step (S300), a battery pack upper limit power setting step (S400), and a driving mode determination step (S700).

[0368] The steps for determining the degradation level of individual battery cells (S200), determining the degradation state of battery modules (S300), and setting the upper limit power of the battery pack (S400) will be described in more detail. Note that the steps for determining the degradation level of individual battery cells (S200), determining the degradation state of battery modules (S300), and setting the upper limit power of the battery pack (S400) described below can also be applied to the previously described embodiments.

[0369] In the battery cell degradation level determination step (S200), the battery management system 800 can diagnose the degradation level of multiple battery cells 12.

[0370] Specifically, the battery management system 800 can classify the degradation level of each battery cell in the battery cell 12. Specifically, the battery management system 800 can measure the voltage of each battery cell in the battery cell 12 when the battery is being charged, and classify the degradation level of each battery cell in the battery cell 12 into one of decelerated degradation, linear degradation, and accelerated degradation.

[0371] Here, normal degradation, linear degradation, and accelerated degradation refer to the degradation state of the battery cell 12 as determined by the rate of degradation. Normal degradation refers to the state in which the battery cell 12 has not experienced performance degradation compared to its BOL (Bearing Early Stages) state. Linear degradation refers to the state in which the degradation of the battery cell 12 progresses linearly without acceleration. Accelerated degradation refers to the state in which the degradation of the battery cell 12 gradually accelerates.

[0372] The voltage measurement unit 810 can measure the open-circuit voltage of each of the plurality of battery cells 12 (S210). Furthermore, the voltage measurement unit 810 can send the measured open-circuit voltage of the battery cell 12 to the degradation determination unit 830. Here, the open-circuit voltage sent to the degradation determination unit 830 can be used as a factor for calculating voltage fluctuation rate, which is used to classify the degradation level of the battery cell 12.

[0373] Subsequently, the degradation determination unit 830 receives the open-circuit voltage of each of the plurality of battery cells 12 sent from the voltage measurement unit 810, and can calculate the voltage fluctuation rate of each of the battery cells 12 based on the received open-circuit voltage (S220). At this time, the degradation determination unit 830 can receive the open-circuit voltage for each cycle, and calculate the voltage fluctuation rate of each of the battery cells 12 based on the received open-circuit voltage.

[0374] Specifically, the degradation determination unit 830 can calculate the voltage fluctuation rate as the difference or ratio between a preset reference voltage and the open-circuit voltage sent from the voltage measurement unit 810.

[0375] Specifically, the reference voltage can be the OCV of the battery cell 12 in the BOL state or a theoretically / experimentally set voltage value.

[0376] For example, suppose the voltage measurement unit 810 measures the OCV of battery cell 12 when the voltage of battery cell 12 reaches the charging termination voltage (or discharging termination voltage). The reference voltage is the OCV of battery cell 12 measured when the voltage of battery cell 12 in the BOL state reaches the charging termination voltage (or discharging termination voltage).

[0377] As another example, the reference voltage can be preset to the OCV of a base cell corresponding to the battery cell 12 or a reference cell determined theoretically / experimentally through simulation, rather than the OCV of the battery cell 12 in the BOL state.

[0378] Assume the voltage of the kth battery cell 12 is V. k [V] and the reference voltage is V ref [V]. Deterioration determination unit 830 can determine the degradation by applying formula "V". k -V ref "or "V" k ÷V ref "Calculate the voltage fluctuation rate of the kth battery cell 12."

[0379] When the degradation determination unit 830 calculates the voltage fluctuation rate, it can calculate the voltage change rate based on the calculated voltage fluctuation rate and pre-stored voltage fluctuation rate data. Here, the voltage fluctuation rate data can be reference data used for comparison with the calculated voltage fluctuation rate, and can be data in which the calculated voltage fluctuation rate values ​​are stored. Specifically, the pre-stored voltage fluctuation rate data can be data in which the voltage fluctuation rate calculated by the degradation determination unit 830 in the past is stored for each cycle. For example, when the current cycle is the s-th cycle, the voltage fluctuation rate of the battery cell 12 from the first cycle to the (s-1)-th cycle can be stored in the voltage fluctuation rate data.

[0380] The degradation determination unit 830 can calculate the voltage change rate for each preset cycle segment based on pre-stored voltage fluctuation rate data (S230). Here, the voltage change rate can include the average change rate or the instantaneous change rate of the voltage fluctuation rate.

[0381] Specifically, the degradation determination unit 830 can calculate the voltage change rate for voltage fluctuations included in a selected cycle segment based on the current cycle. Here, the voltage change rate can be the average change rate of multiple voltage fluctuations included in the selected cycle segment or the instantaneous change rate of the voltage fluctuations of the current cycle in a predetermined cycle segment. In other words, the voltage change rate is an indicator of the increase or decrease of voltage fluctuations in a predetermined cycle segment. Preferably, the voltage change rate can be calculated as 0, a positive number, or a negative number. For example, the degradation determination unit 830 assumes that the most recent 10 cycles including the current cycle have been selected. The degradation determination unit 830 can calculate the voltage change rate for the voltage fluctuations of these 10 cycles.

[0382] The degradation determination unit 830 can determine the voltage increase / decrease pattern of the battery cell 12 based on the calculated voltage change rate (S240). The voltage increase / decrease pattern can include various patterns, such as a voltage increase pattern, a voltage decrease pattern, and a constant voltage pattern.

[0383] The degradation determination unit 830 can determine the degradation level as one of accelerated degradation, linear degradation, and decelerated degradation based on the voltage increase / decrease pattern of the battery cell 12 (S250).

[0384] Specifically, when the voltage change rate is positive, the degradation determination unit 830 can determine the voltage increase / decrease pattern as a voltage increase pattern. When the voltage change rate is 0, the degradation determination unit 830 can determine the voltage increase / decrease pattern as a constant voltage pattern. When the voltage change rate is negative, the degradation determination unit 830 can determine the voltage increase / decrease pattern as a voltage decrease pattern.

[0385] Simultaneously, the degradation determination unit 830 can determine the degradation level of the battery cell 12 based on the voltage increase / decrease pattern. Specifically, when the voltage change rate is positive or 0, that is, when the voltage increase / decrease pattern is determined to be a voltage increase pattern or a voltage constant pattern, the degradation determination unit 830 can determine the degradation level of the battery cell 12 as normal degradation. This means that the open-circuit voltage of the battery cell 12 has not decreased, and it can also mean that no performance degradation of the first battery 200 is occurring.

[0386] If the voltage change rate is negative, i.e., if the voltage increase / decrease pattern is determined to be a voltage decrease pattern, the degradation determination unit 830 can determine the degradation level of the battery cell 12 as linear degradation or accelerated degradation. In this case, if the negative change rate is greater than a preset rate of change, the degradation determination unit 830 can determine it as accelerated degradation; and if the negative change rate is less than or equal to a preset rate of change, the degradation determination unit 830 can determine it as linear degradation. This may mean that the open-circuit voltage of the battery cell 12 is gradually decreasing, and may mean that the performance degradation of the first battery 200 is occurring. Specifically, in the case of accelerated degradation, it may mean that the performance degradation of the first battery 200 is occurring at a faster rate than the natural performance degradation of the first battery 200.

[0387] Here, in order to classify linear degradation and accelerated degradation, the degradation determination unit 830 can be configured to determine the degradation level of each battery cell 12 based on the voltage change rate and a preset reference change rate. That is, the preset reference voltage change rate is a reference change rate set to determine whether the degradation level is accelerated degradation or linear degradation when the voltage increase / decrease pattern of the battery cell 12 is determined to be a voltage decrease pattern.

[0388] In the battery module degradation state determination step S300, the battery management system 800 can diagnose the degradation state of the battery module 11.

[0389] In the battery module degradation state determination step S300, the degradation determination unit 830 can determine the degradation state of the battery module 11 based on the number or ratio of battery cells 12 among the multiple battery cells 12 provided in the battery module 11 whose degradation level is determined to be accelerated degradation.

[0390] Specifically, if the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is equal to or greater than a first reference value, or the ratio is equal to or greater than a first ratio, then the degradation determination unit 830 can determine the degradation state of the battery module 11 as an abnormal degradation state or a fully degraded state. Conversely, if the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is less than the first reference value and the ratio is less than the first ratio, then the degradation determination unit 830 can determine the degradation state of the battery module 11 as a normal degradation state.

[0391] More specifically, when the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is equal to or greater than a second reference value (set to be greater than a first reference value) or the ratio is equal to or greater than a second ratio (set to be greater than a first ratio), the degradation determination unit 830 can determine the degradation state of the battery module 11 as a fully degraded state. Conversely, when the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is less than a second reference value and the ratio is less than a second ratio, the degradation determination unit 830 can determine the degradation state of the battery module 11 as an abnormal degradation state.

[0392] That is, if 1) the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is less than a first reference value and 2) the ratio is less than a first ratio, then the degradation determination unit 830 can determine the degradation state of the battery module 11 as a normal degradation state. Furthermore, if 1) the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is greater than or equal to the first reference value and less than a second reference value and 2) the ratio is greater than or equal to the first ratio and less than the second ratio, then the degradation determination unit 830 can determine the degradation state of the battery module 11 as an abnormal degradation state. And if 1) the number of battery cells 12 in the battery module 11 whose degradation level is determined to be accelerated is equal to or greater than the second reference value or 2) the ratio is equal to or greater than the second ratio, then the degradation determination unit 830 can determine the degradation state of the battery module 11 as a fully degraded state.

[0393] For example, suppose each battery module 11 has 10 battery cells 12, and a first reference value of 4 or a first ratio preset to 40%, and a second reference value of 7 or a second ratio preset to 70%. In this case, if the number of battery cells 12 whose degradation level is determined to be accelerated degradation is less than 4 out of the 10 battery cells 12 in each of the multiple battery modules 11, the degradation determination unit 830 can determine the degradation state of the corresponding battery module 11 as a normal degradation state. If the number of battery cells 12 whose degradation level is determined to be accelerated degradation is 4 or more but less than 7 out of the 10 battery cells 12 in each of the multiple battery modules 11, the degradation determination unit 830 can determine the degradation state of the corresponding battery module 11 as an abnormal degradation state. Furthermore, if among the 10 battery cells 12 provided in each of the multiple battery modules 11, the number of battery cells 12 whose degradation level is determined to be accelerated degradation is 7 or more, then the degradation determination unit 830 can determine that the corresponding battery module 11 is in a fully degraded state.

[0394] Meanwhile, according to the embodiment, the degradation determination unit 830 can change and set a first reference value, a second reference value, a first ratio, and a second ratio based on the total driving distance of the vehicle.

[0395] Specifically, the degradation determination unit 830 can reduce and set a first reference value, a second reference value, a first ratio, and a second ratio based on the total driving distance of the hybrid electric vehicle 1 after the corresponding first battery 200 is installed. At this time, information about the total driving distance of the hybrid electric vehicle 1 can be stored in the memory of the electronic control unit 700 or the memory unit 850 of the battery management system 800. As the hybrid electric vehicle 1 drives, its total driving distance gradually increases, and therefore, the standard used to determine the degradation state of the battery module 11 can be lowered. Using this configuration, the degradation rate of the first battery 200 can be reduced, and the first battery 200 can be protected.

[0396] That is, the degradation determination unit 830 can more rigorously determine the degradation state of the battery module 11 by reducing the size of the reference value used to determine the degradation state of the battery module 11 as the battery pack 10 is used more (as the total driving distance of the vehicle increases).

[0397] For example, as the magnitudes of reference values ​​such as the first value, the first ratio, the second value, and the second ratio decrease, the degradation state of the battery module 11 is more likely to be determined as a fully degraded state rather than an anomalous degradation state. Therefore, the degradation state of the battery module 11 can be determined more rigorously.

[0398] In the battery pack upper limit power setting step S400, the battery management system 800 can determine the power mode of the first battery 200. Then, the upper limit power of the battery pack 10 can be set according to the determined power mode.

[0399] Specifically, in the battery pack upper limit power setting step S400, the degradation determination unit 830 can determine the power mode of the first battery 200 as normal mode, warning mode or emergency mode based on the degradation state of each battery module 11.

[0400] For example, if all battery modules 11 are in a normal degradation state, the degradation determination unit 830 can set the power mode of the first battery 200 to normal mode. That is, if none of the battery modules 11 are in an abnormal or completely degraded state, the degradation determination unit 830 can set the power mode of the first battery 200 to normal mode. If at least one battery module 11 is in an abnormal degradation state and the rest are in a normal degradation state, the degradation determination unit 830 can set the power mode of the first battery 200 to warning mode. If at least one battery module 11 is in a completely degraded state, the degradation determination unit 830 can set the power mode of the first battery 200 to emergency mode.

[0401] As another example, if the ratio of battery modules 11 in an abnormally degraded or fully degraded state among the plurality of battery modules 11 is less than a preset third ratio, the degradation determination unit 830 may set the power mode of the first battery 200 to normal mode. Furthermore, if the ratio of battery modules 11 in an abnormally degraded or fully degraded state among the plurality of battery modules 11 is greater than or equal to the third ratio and less than a preset fourth ratio, the degradation determination unit 830 may set the power mode of the first battery 200 to warning mode. Here, the fourth ratio has a value greater than the third ratio. Furthermore, if the ratio of battery modules 11 in an abnormally degraded or fully degraded state among the plurality of battery modules 11 is greater than or equal to the fourth ratio, the degradation determination unit 830 may set the power mode of the first battery 200 to emergency mode. Simultaneously, the degradation determination unit 830 may adjust the magnitudes of the third and fourth ratios. For example, the degradation determination unit 830 may decrease the magnitudes of the third and fourth ratios as the number of charging cycles increases, but is not limited to this.

[0402] In the drive mode determination step (S700), the drive mode determination unit 750 can determine the drive mode of the hybrid electric vehicle 1 based on the power mode of the first battery 200.

[0403] The drive mode determination unit 750 can receive information about the degradation state of the battery module 11 and the power mode of the first battery 200 from the degradation determination unit 830. Furthermore, the drive mode determination unit 750 can determine the drive mode of the hybrid electric vehicle 1 based on the power mode of the first battery 200 (S700).

[0404] When the power mode of the first battery 200 is in normal mode, the drive mode determination unit 750 can control the drive mode to maintain the first speed and the second speed. Furthermore, when the power mode of the first battery 200 is in warning mode, the drive mode determination unit 750 can control the drive mode by reducing the first speed and the second speed by a first reference ratio, respectively. Furthermore, when the power mode of the first battery 200 is in emergency mode, the drive mode determination unit 750 can control the drive mode by reducing the first speed and the second speed by a second reference ratio greater than the first reference ratio, respectively.

[0405] In EV drive mode, drive mode determination unit 750 can determine that the drive mode from start-up up to the first speed of hybrid electric vehicle 1 is EV drive mode, drive mode determination unit 750 can determine that the drive mode from the first speed or higher speed is HEV drive mode, and in ENG drive mode, drive mode determination unit 750 can determine that the drive mode from the second speed or higher speed is ENG drive mode.

[0406] In the following text, reference will be made to Figures 29 to 31 . Figures 29 to 31 The motor output and engine output are shown respectively in normal mode, warning mode and emergency mode according to the speed of the hybrid electric vehicle. Figures 29 to 31 The EV mode, HEV mode, and ENG mode, which are distinguished by the first speed and the second speed, are classified separately.

[0407] refer to Figure 28 and Figure 29 When the first battery 200 is in normal power mode, the first and second speeds can remain constant. After starting the hybrid electric vehicle 1 in EV mode, the motor output increases through the first battery 200 until the first speed is reached, while the engine output is maintained at 0. After the first speed, it transitions to HEV mode, and both the motor and engine outputs increase simultaneously until the second speed. After the second speed, it transitions to ENG mode, and the motor output decreases to 0 while the engine output increases.

[0408] refer to Figure 28 and Figure 30When the power mode of the first battery 200 is a warning mode, the first speed and the second speed are variable. Specifically, the first speed and the second speed can each be reduced by a first reference ratio. The first speed and the second speed can each be reduced by the first reference ratio and set as first speed_1 and second speed_1. After starting the hybrid electric vehicle 1 in EV mode, the motor output increases through the first battery 200 until the first speed_1, and the engine output is maintained at 0. After the first speed_1, it transitions to HEV mode, and the motor output and engine output increase simultaneously until the second speed_1. After the second speed_1, it transitions to ENG mode, and the motor output decreases to 0, while the engine output increases.

[0409] refer to Figure 28 and Figure 31 When the power mode of the first battery 200 is in emergency mode, the first speed and the second speed are variable. Specifically, the first speed and the second speed can each be reduced by a second reference ratio. The first speed and the second speed can each be reduced by a second reference ratio and set as first speed_2 and second speed_2. The second reference ratio can be greater than the first reference ratio. Therefore, first speed_2 and second speed_2 can be less than first speed_1 and second speed_1, respectively. After starting the hybrid electric vehicle 1 in EV mode, the motor output increases through the first battery 200 until the first speed_2, and the engine output is maintained at 0. After the first speed_2, it transitions to HEV mode, and the motor output and engine output increase simultaneously until the second speed_2. After the second speed_2, it transitions to ENG mode, and the motor output decreases to 0, while the engine output increases.

[0410] According to the hybrid electric vehicle 1 of this embodiment, the first speed and the second speed, which are used as the standard for EV drive mode, HEV drive mode, and ENG drive mode, can vary according to the power mode of the first battery 200. That is, the worse the degradation state of the plurality of battery modules 11 included in the first battery 200, the more accurately the drive mode of the hybrid electric vehicle 1 that reduces the use of the first battery 200 can be determined. This has the advantage of delaying the degradation of the first battery 200.

[0411] In the following description, a hybrid electric vehicle 2 according to another embodiment will be described. For configurations that are the same as or similar to those of the hybrid electric vehicle 1 described above, repeated descriptions or detailed descriptions will be omitted.

[0412] Figure 32 This is an exploded perspective view of a hybrid electric vehicle 2 according to another embodiment. Figure 33 It shows in detail the basis Figure 32The diagram shows the configuration of the hybrid electric vehicle 2. Figure 34 It shows the basis Figure 33 The diagram shows the specific configuration of the electronic control unit 700. Figure 35 This is a diagram showing the relationship between the components of the electronic control unit 700 in EV drive mode. Figure 36 This is a diagram showing the relationship between the components of the hybrid electric vehicle 2 in EV drive mode. Figure 37 This is a diagram showing the relationship between the components of the electronic control unit 700 in HEV drive mode. Figure 38 This is a diagram showing the relationship between the components of the hybrid electric vehicle 2 in HEV drive mode. Figure 39 This is a diagram showing the relationship between the components of the electronic control unit 700 in ENG drive mode. Figure 40 This is a diagram showing the relationship between the components of the hybrid electric vehicle 2 in ENG drive mode. Figure 41 This is a diagram showing the relationship between the components of the electronic control unit 700 in RB drive mode. Figure 42 This is a diagram showing the relationship between the components of the hybrid electric vehicle 2 in RB drive mode. Figure 43 It shows the basis Figure 32 A schematic diagram illustrating the repair or replacement of the second battery 1000 in the hybrid electric vehicle 2.

[0413] refer to Figures 32 to 43 Hybrid electric vehicle 2 and according to Figures 1 to 31 The difference with the hybrid electric vehicle 1 is that it may also include a second battery 1000. Although only one second battery 1000 is shown, this is not a limitation, and multiple second batteries 1000 may be provided. For example, N (a natural number greater than or equal to 1) or more second batteries 1000 may be provided.

[0414] The hybrid electric vehicle 2 may include a first battery 200, an engine (ENGINE, 300), a motor (MOTOR, 400), a transmission (TRANSMISSION, 500), a fuel tank 600, an electronic control unit (ECU, 700), a battery management system (BMS, 800), a plug-in charger 900, and a second battery 1000.

[0415] The first battery 200 can be charged by a plug-in charger 900. The first battery 200 can be a plug-in rechargeable battery. The plug-in charger 900 can receive electrical energy from an external charging device and supply electrical energy to the first battery 200 to charge it. The first battery 200 can be connected to a motor 400. A switch SW can be arranged between the first battery 200 and the motor 400. The first battery 200 can be connected to the motor 400 in one direction. In this specification, a unidirectional connection can mean that the first battery 200 supplies electrical energy to the motor 400, but does not receive electrical energy from the motor 400.

[0416] The second battery 1000 can be connected to the motor 400. The second battery 1000 can be a regenerative braking rechargeable battery that is charged in regenerative braking mode. The second battery 1000 can be connected to the motor 400 in both directions. In this specification, bidirectional connection means that the second battery 1000 can not only supply the charged electrical energy to the motor 400, but also receive electrical energy recovered from the motor 400 in regenerative braking mode.

[0417] The electronic control unit 700 can control the engine 300, the electric motor 400, the transmission 500, and the battery management system 800. The electronic control unit 700 can control the on / off state of the switch SW.

[0418] The battery management system 800 can control the first battery 200 and the second battery 1000. The battery management system 800 can control the output and charging of both the first battery 200 and the second battery 1000. The battery management system 800 is shown as being separately located from the first battery 200 and the second battery 1000, but is not limited to this; it can be located inside the first battery 200. For ease of explanation, the following description will focus on the battery management system 800 being separately located outside the first battery 200.

[0419] The electronic control unit 700 may include an engine control unit 710, a BMS control unit 720, a motor control unit 730, a transmission control unit 740, a drive mode determination unit 750, and a switch control unit 760.

[0420] The engine control unit 710 can control the engine 300, the BMS control unit 720 can control the battery management system (BMS), the motor control unit 730 can control the motor 400, the transmission control unit 740 can control the transmission 500, and the switch control unit 760 can control the on / off of the switch SW.

[0421] The drive mode determination unit 750 can determine the drive mode of the hybrid electric vehicle 2. For example, the drive mode determination unit 750 can determine whether the hybrid electric vehicle 2 is in EV drive mode (or EV mode), HEV drive mode (or HEV mode), ENG drive mode (or ENG mode), or RB drive mode.

[0422] In EV drive mode, when the driver presses the accelerator pedal after starting the engine, the engine clutch disengages and the electric motor 400 is driven by the electricity from the first battery 200 and the second battery 1000. The power of the motor 400 is transmitted through the transmission 500 and the final reduction gear to move the wheels.

[0423] Specifically, in EV drive mode, the drive mode determination unit 750 can determine that the hybrid electric vehicle 2 is in EV drive mode from start-up until the first speed.

[0424] The drive mode determination unit 750 can connect the BMS control unit 720, the motor control unit 730, the transmission control unit 740, and the switch control unit 760.

[0425] The drive mode determination unit 750 can generate a battery control signal BS and send it to the BMS control unit 720, generate a motor control signal MS and send it to the motor 400, generate a transmission control signal TS and send it to the transmission 500, and generate a switch on signal SON and send it to the switch control unit 760. Figure 35 In this embodiment, the drive mode determination unit 750 is exemplified as generating control signals BS, MS, TS, and SON and sending them respectively to the BMS control unit 720, the motor control unit 730, the transmission control unit 740, and the switch control unit 760, but is not limited thereto. That is, each of the BMS control unit 720, the motor control unit 730, the transmission control unit 740, and the switch control unit 760 can generate the aforementioned control signals BS, MS, TS, and SON under the control of the drive mode determination unit 750. For ease of explanation, the following description will focus on the drive mode determination unit 750 generating control signals BS, MS, TS, and SON and sending them respectively to the BMS control unit 720, the motor control unit 730, the transmission control unit 740, and the switch control unit 760.

[0426] The BMS control unit 720 can send the generated battery control signal BS to the first battery 200 and the second battery 1000. The first battery 200 and the second battery 1000 can supply power (or electrical energy) to the motor 400 based on the battery control signal BS from the BMS control unit 720.

[0427] The motor control unit 730 can send the generated motor control signal MS to the motor 400. The motor 400 can operate based on the sent motor control signal MS.

[0428] The transmission control unit 740 can send the generated transmission control signal TS to the transmission 500. The transmission 500 can operate based on the sent transmission control signal TS.

[0429] The switch control unit 760 can turn on the switch SW based on the generated switch-on signal (SON). As a result, the first battery 200 is electrically connected to the motor 400, and the power of the first battery 200 can be transmitted to the motor 400.

[0430] The HEV drive mode can be a drive mode in which the speed of the hybrid electric vehicle 2 is higher than or equal to a first speed. In the HEV drive mode, the engine 300 and the motor 400 drive the hybrid electric vehicle 2 together. In the HEV drive mode, the power from the engine 300 and the motor 400 moves the wheels through the transmission 500 and the final reduction gear.

[0431] Specifically, in HEV drive mode, drive mode determination unit 750 can determine that the drive mode is HEV drive mode from a first speed or higher speed.

[0432] The drive mode determination unit 750 can connect the engine control unit 710, BMS control unit 720, motor control unit 730, transmission control unit 740 and switch control unit 760.

[0433] The drive mode determination unit 750 can generate an engine control signal ES and send it to the engine control unit 710, generate a battery control signal BS and send it to the BMS control unit 720, generate a motor control signal MS and send it to the motor 400, generate a transmission control signal TS and send it to the transmission 500, and generate a switch on signal SON and send it to the switch control unit 760. Although the drive mode determination unit 750 is exemplified as generating control signals ES, BS, MS, TS, and SON and sending them to the engine control unit 710, BMS control unit 720, motor control unit 730, transmission control unit 740, and switch control unit 760 respectively, it is not limited thereto. That is, each of the engine control unit 710, BMS control unit 720, motor control unit 730, transmission control unit 740, and switch control unit 760 can generate the aforementioned control signals MS, BS, MS, TS, and SON under the control of the drive mode determination unit 750. For ease of explanation, the following description will focus on the drive mode determination unit 750 generating control signals MS, BS, MS, TS, and SON and sending them to the engine control unit 710, BMS control unit 720, motor control unit 730, transmission control unit 740, and switch control unit 760, respectively.

[0434] The BMS control unit 720 can send the generated battery control signal BS to the first battery 200 and the second battery 1000. The first battery 200 and the second battery 1000 can supply power (or electrical energy) to the motor 400 based on the battery control signal BS from the BMS control unit 720.

[0435] The switch control unit 760 can turn on the switch SW based on the generated switch-on signal SON. As a result, the first battery 200 is electrically connected to the motor 400, and the power of the first battery 200 can be transmitted to the motor 400.

[0436] The transmission control unit 740 can send the generated transmission control signal TS to the transmission 500. The transmission 500 can operate based on the sent transmission control signal TS.

[0437] The ENG drive mode is the drive mode when the speed of the hybrid electric vehicle 2 is higher than or equal to the second speed. In ENG drive mode, only the engine 300 drives the hybrid electric vehicle 2. In ENG drive mode, the power of the engine 300 moves the wheels through the transmission 500 and the final reduction gear.

[0438] Specifically, in ENG drive mode, drive mode determination unit 750 can determine that the drive mode is ENG drive mode from the second speed or higher speed.

[0439] The drive mode determination unit 750 can turn on the engine control unit 710 and the transmission control unit 740, and turn off the BMS control unit 720 and the motor control unit 730. In ENG drive mode, since the power supply to the first battery 200 and the second battery 1000 is cut off by the BMS control unit 720, the switch SW does not need to be turned off, but is not limited thereto, and the switch SW can be turned off by the drive mode determination unit 750.

[0440] The drive mode determination unit 750 can generate an engine control signal ES and send it to the engine control unit 710, generate a battery shutdown signal BFS and send it to the BMS control unit 720, and generate a transmission control signal TS and send it to the transmission 500. Although the drive mode determination unit 750 is not shown generating an electric motor shutdown signal for shutting off the motor 400 and sending it to the motor control unit 730, the motor 400 can be shut off if the drive mode determination unit 750 does not send a motor control signal MS to the motor control unit 730. However, this disclosure is not limited to this, and the drive mode determination unit 750 can independently generate an electric motor shutdown signal for shutting off the motor 400 and send it to the motor control unit 730, and the motor 400 can be shut off based on an electric motor shutdown signal received from the motor control unit 730.

[0441] While the driving mode determination unit 750 is illustrated by generating control signals ES, BFS, and TS and sending them to the engine control unit 710, BMS control unit 720, and transmission control unit 740 respectively, it is not limited thereto. That is, each of the engine control unit 710, BMS control unit 720, and transmission control unit 740 can generate the aforementioned control signals ES, BFS, and TS under the control of the driving mode determination unit 750. In the following description, for ease of explanation, the driving mode determination unit 750 will focus on generating control signals ES, BFS, and TS and sending them to the engine control unit 710, BMS control unit 720, and transmission control unit 740 respectively.

[0442] The engine control unit 710 can send the generated engine control signal ES to the engine 300. The engine 300 can operate based on the sent engine control signal ES.

[0443] The BMS control unit 720 can send the generated battery shutdown signal BFS to the first battery 200 and the second battery 1000. The first battery 200 and the second battery 1000 can stop supplying power to the motor 400 based on the battery shutdown signal BFS from the BMS control unit 720.

[0444] The transmission control unit 740 can send the generated transmission control signal TS to the transmission 500. The transmission 500 can operate based on the sent transmission control signal TS.

[0445] The RB drive mode can be activated during the braking mode of the hybrid electric vehicle 2.

[0446] RB drive mode can refer to a mode that recovers some of the kinetic energy (or mechanical power) lost in braking mode and converts it into electrical energy (or electricity). However, because RB drive mode is activated under sudden environmental conditions, the conversion of kinetic energy into electrical energy and the charging of the battery may occur intermittently. If the battery is intermittently charged, its performance and lifespan may degrade.

[0447] In RB drive mode, motor 400 can operate as a generator, rather than converting electrical energy (or power) into kinetic energy (or mechanical power). That is, motor 400 can convert kinetic energy (or mechanical power) into electrical energy (or power).

[0448] Specifically, in RB drive mode, drive mode determination unit 750 can determine that the hybrid electric vehicle 2 is in RB drive mode when braking.

[0449] The drive mode determination unit 750 can turn on the BMS control unit 720, the motor control unit 730 and the switch control unit 760, and turn off the transmission control unit 740 and the engine control unit 710.

[0450] The drive mode determination unit 750 can generate a battery charging signal BCS and send it to the BMS control unit 720, generate a motor generating signal GMS and send it to the motor control unit 730, and generate a switch off signal SOF and send it to the switch control unit 760. Although the drive mode determination unit 750 is not shown generating an electric motor off signal for shutting off the engine 300 and sending it to the engine control unit 710, and generating a transmission off signal for shutting off the transmission 500 and sending it to the transmission control unit 740, the engine 300 and transmission 500 can be shut down if the drive mode determination unit 750 does not send the engine control signal ES and the transmission control signal TS to the engine control unit 710 and transmission control unit 740 respectively. However, not limited to this, the drive mode determination unit 750 can generate an engine shutdown signal and a transmission shutdown signal separately to shut down the engine 300 and the transmission 500, and send them to the engine control unit 710 and the transmission control unit 740 respectively, and the engine 300 and the transmission 500 can be shut down based on the engine shutdown signal and the transmission shutdown signal received from the engine control unit 710 and the transmission control unit 740 respectively.

[0451] While the drive mode determination unit 750 is illustrated by generating control signals BCS, GMS, and SOF and sending them to the BMS control unit 720, motor control unit 730, and switch control unit 760, it is not limited thereto. That is, the BMS control unit 720, motor control unit 730, and switch control unit 760 can each generate the aforementioned control signals BCS, GMS, and SOF under the control of the drive mode determination unit 750. In the following description, for ease of explanation, the drive mode determination unit 750 will focus on generating control signals BCS, GMS, and SOF and sending them to the BMS control unit 720, motor control unit 730, and switch control unit 760 respectively.

[0452] The BMS control unit 720 can send the generated battery charging signal BCS to the second battery 1000. The second battery 1000 can be charged (RB charging) by electrical energy (or power) generated from the motor 400 based on the sent battery charging signal BCS. It is noted that the BMS control unit 720 does not send the generated battery charging signal BCS to the first battery 200. However, this disclosure is not limited to this; the BMS control unit 720 can send the generated battery charging signal BCS to the first battery 200. In this case, as described above, since the switch SW between the first battery 200 and the motor 400 is turned off by the switch control unit 760, the first battery 200 is not electrically connected to the motor 400 in RB drive mode, and the electrical energy (or power) generated by the motor 400 may not be able to charge the first battery 200.

[0453] The motor control unit 730 can send the generated motor power generation signal GMS to the motor 400. The motor 400 can then be converted into a generator and operated based on the motor power generation signal GMS from the motor control unit 730. The motor 400 can recover some of the kinetic energy (or mechanical power) lost in RB braking mode and convert it into electrical energy (or power). The motor 400 can then transmit the converted electrical energy (or power) to the second battery 1000.

[0454] According to another embodiment, the hybrid electric vehicle 2 may include a first battery 200 charged by the plug-in charging method described above, and a second battery 1000 arranged independently of the first battery 200, wherein the second battery 1000 may be a battery charged by a regenerative braking charging method in RB drive mode. In other words, the first battery 200 supplies electrical energy (or power) to the motor 400, but does not receive electrical energy recovered by the motor 400, such that the first battery 200 can be connected to the motor 400 in one direction, and the second battery 1000 can be connected to the motor 400 in both directions. RB drive mode is a mode that recovers some of the kinetic energy lost in braking mode and converts it into electrical energy. Because it is a mode activated under sudden conditions, the conversion of kinetic energy into electrical energy and the charging of electrical energy into the battery may occur intermittently in RB drive mode. If the battery is intermittently charged, the battery performance and lifespan may degrade.

[0455] According to another embodiment, the hybrid electric vehicle 2 can be configured such that the first battery 200, which primarily supplies power to the motor 400, does not receive electrical energy recovered by the motor 400 in RB drive mode, while all electrical energy recovered by the motor 400 is used to charge a separately configured second battery 1000. This minimizes the reduction in performance and lifespan of the first battery 200.

[0456] Furthermore, the first battery 200 can have a larger area due to its large capacity. On the other hand, since the second battery 1000 is charged in RB drive mode, it can have a smaller capacity and area compared to the first battery 200. Therefore, the mounting position of the second battery 1000 can be much more flexible than that of the first battery 200. For example, as mentioned above, the first battery 200 must be located in the middle MP of the hybrid electric vehicle 2 due to its large capacity and area. If the first battery 200 is located in the middle MP of the hybrid electric vehicle 2, the entire lower frame of the hybrid electric vehicle 2 must be removed to remove the first battery 200, which may make the maintenance and replacement of the first battery 200 very difficult. However, since the mounting position of the second battery 1000 is much more flexible than that of the first battery 200, it can be located in the rear RP of the hybrid electric vehicle 2. Although the second battery 1000 is illustrated as being located between the rear wheel and the fuel tank 600, it is not limited to this. That is, since the second battery 1000 can be easily removed from the hybrid electric vehicle 2, it can be easily replaced and repaired even if the performance and lifespan of the second battery 1000 degrades.

[0457] Figure 44 This is a diagram showing in detail the components of a hybrid electric vehicle 3 according to another embodiment. Figure 45 It shows the basis Figure 44 A schematic diagram illustrating the repair or replacement of the second battery 1000 in the hybrid electric vehicle 3.

[0458] refer to Figure 44 and Figure 45 According to another embodiment, the second battery 1000 of the hybrid electric vehicle 3 can be located in the front FP. Furthermore, as described above, the second battery 1000 can be connected to the motor 400 and the battery management system (BMS, 800). When the hood of the hybrid electric vehicle 3 is opened, the second battery 1000 can be easily removed from the hybrid electric vehicle 3. Therefore, even if the performance and lifespan of the charged second battery 1000 deteriorate in RB drive mode, it can be easily replaced and repaired.

[0459] The embodiments of this disclosure described above can be implemented not only by apparatus and methods, but also by a program that implements functions corresponding to the configuration of the embodiments of this disclosure, or a recording medium on which the program is recorded, and such implementation can be readily implemented by those skilled in the art to which this disclosure pertains based on the above description of the embodiments.

[0460] This disclosure has been described in detail. However, it should be understood that while the detailed description and specific examples indicate preferred embodiments of this disclosure, they are given by way of illustration only, as various changes and modifications within the scope of this disclosure will become apparent to those skilled in the art based on this detailed description.

[0461] All simple modifications or alterations to this disclosure fall within the scope of this disclosure, and the specific scope of protection of this disclosure will be defined by the appended claims.

[0462] (Explanation of the labels in the attached diagram)

[0463] 1, 2, 3: Vehicles, hybrid electric vehicles

[0464] 10: Battery Pack

[0465] 11: Battery Module

[0466] 12: Battery cell

[0467] 15. 800: BMS (Battery Management System)

[0468] 20, 700: ECU, Electronic Control Unit

[0469] 21: Drive Control Unit

[0470] 30: Motor control unit

[0471] 40, 400: Motor

[0472] 50: Low-voltage DC-DC converter

[0473] 60: Low-voltage battery

[0474] 100: Battery power setting device

[0475] 110: Measurement Unit

[0476] 120: Control Unit

[0477] 130: Storage unit

[0478] 200: First Battery

[0479] 300: Engine

[0480] 500: Transmission

[0481] 600: Fuel Tank

[0482] 900: Plug-in charger

[0483] 1000: Second battery

Claims

1. A battery power setting device, the battery power setting device being used to set an upper limit power of a battery pack including one or more battery modules, each of the one or more battery modules including one or more individual battery cells, the battery power setting device comprising: A measuring unit configured to measure the voltage of each of the battery cells under preset conditions; as well as A control unit is configured to determine the degradation level of each battery cell in the battery cells based on the voltage measured by the measuring unit, determine the degradation state of each battery module in the battery module based on the degradation level of the corresponding battery cells, and set the upper limit power of the battery pack according to the determined degradation state of the battery modules.

2. The battery power setting device according to claim 1, in, The control unit is configured to: The degradation level of the battery cell is determined as normal degradation, linear degradation, or accelerated degradation, and The degradation state of each battery module in the battery module is determined as either a normal degradation state or an abnormal degradation state.

3. The battery power setting device according to claim 2, in, The control unit is configured to determine the power mode of the battery pack as normal mode, warning mode, or emergency mode based on the number or ratio of battery modules whose degradation state is determined to be in the abnormal degradation state.

4. The battery power setting device according to claim 3, in, The power mode is set such that the corresponding power decreases in the order of normal mode, warning mode, and emergency mode, and... The control unit is configured to set the power corresponding to the determined power mode as the upper limit power of the battery pack.

5. The battery power setting device according to claim 3, in, The control unit is configured to set the upper limit power of the battery pack by adding weights corresponding to the determined degradation state to the output power of each battery module in the battery modules and calculating a weighted sum.

6. A battery pack comprising a battery power setting device according to any one of claims 1 to 5.

7. A vehicle comprising: Battery power setting device according to any one of claims 1 to 5; A battery pack having an upper limit power set by the battery power setting device; as well as A drive control unit configured to control the output of the battery pack based on the upper limit power of the battery pack set by the battery power setting device.

8. The vehicle according to claim 7, in, The drive control unit is configured to limit the maximum output of the motor connected to the battery pack to an output corresponding to the upper limit power.

9. The vehicle according to claim 8, in, The drive control unit is configured to, when an output request exceeding the upper limit power is input, limit the maximum output of the motor to correspond to the upper limit power after a preset time corresponding to the power mode of the battery pack.

10. The vehicle according to claim 8, in, The drive control unit is configured to obtain weather information, determine a weight corresponding to the obtained weather information from a preset table, add the determined weight to the output corresponding to the upper limit power, and limit the output of the motor to the weighted output or lower.

11. The vehicle according to claim 8, in, The drive control unit is configured to obtain information about the target driving distance to the destination, the capacity of the battery pack, and the driving pattern of the vehicle, and to control the operation of the motor based on the upper limit power, the capacity of the battery pack, the target driving distance, and the driving pattern.

12. The vehicle according to claim 11, in, The drive control unit is configured to: Calculate the first output value corresponding to the upper limit power. A second output value for traveling the target distance is calculated based on the battery pack capacity and the driving style. The output of the motor is limited to the smaller of the first output value and the second output value, or lower.

13. The vehicle according to claim 12, in, The drive control unit is configured to calculate the second output value taking into account the driving pattern, such that when the target driving distance is reached, the capacity of the battery pack becomes a preset threshold capacity or higher.

14. The vehicle according to claim 7, in, The drive control unit is configured to control the output of the battery pack such that, within the upper limit of power, power is first supplied to necessary components, and within the remaining power range, power is supplied to auxiliary components.

15. The vehicle according to claim 7, in, The battery power setting device is configured to determine the power mode of the battery pack based on the determined degradation state of the battery module, and The drive control unit is configured to control the power distribution to essential and auxiliary components based on the power mode of the battery pack.

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