Battery management device for a vehicle and method for it

Abstract

Battery management device for vehicles, comprising: a battery (150) for supplying power to a large number of electrical consumers (160) attached to the vehicle; an alternating current generator (140) to supply power to the battery (150) and the multitude of electrical consumers (160); a battery monitoring unit for recording battery status information (150); a battery controller (240) that generates an initial state of charge using initial state information of the battery (150) when the ignition is switched on, that generates an internal resistance (IR) of the battery (150) using a voltage value and a current value of the battery (150), that generates a first state of charge of the battery (150) using driving state information of the battery (150), a battery charging efficiency, and the initial state of charge when the ignition is off, that generates a second state of charge using off state information of the battery (150) if the off time after switching off the ignition is greater than or equal to a reference time, and that resets the battery charging efficiency based on the first state of charge and the second state of charge; and a vehicle control unit (250) for receiving the battery charging efficiency from the battery control unit (240) and for controlling the AC generator (140) based on the battery charging efficiency for charging the battery (150), wherein: the battery control (240) is designed to generate an integrated current value during the vehicle's operation, based on the current value contained in the driving state information when the vehicle is switched off, and to generate the initial state of charge using the integrated current value, the initial state of charge and a battery capacity, and The battery control (240) checks the battery voltage value (150) contained in the off-state information if the off-time after the ignition is switched off is greater than or equal to a set time, and generates the second charge state based on the voltage value.

Description

BACKGROUND OF THE INVENTION Technical field

[0001] The present disclosure relates to a battery management device for vehicles, in particular to a battery management device for vehicles and to a method for it, with which the condition of the battery can be checked and the charging and discharging of the battery can be controlled according to the condition. Description of the state of the art

[0002] A vehicle is typically equipped with a starting device for an engine, an electronic ignition system, and numerous electrical devices (i.e., electrical consumers), such as headlights, a radio, air conditioning, a navigation system, front and rear cameras, and similar equipment. The vehicle is equipped with a battery and an alternator as power sources to supply these electrical loads.

[0003] Generally, a battery used to power an electrical device is a low-voltage battery (e.g., a 12V battery), and lead-acid batteries are mainly used.

[0004] Lead-acid batteries are inferior to lithium batteries in terms of durability and fuel efficiency, but they make up the majority of batteries in use because they are relatively inexpensive.

[0005] Batteries are used in various functions to improve fuel efficiency and to power auxiliary electrical components such as headlights and air conditioning. Therefore, it is necessary to develop a technology for predicting battery aging.

[0006] However, determining the battery's state of aging is difficult due to the nature of the application environment. That is, since the battery is always connected to a load, there is no idle state, and it is difficult to determine the battery's state of aging because it is challenging to charge it with a constant current for a specific period of time under a changing load.

[0007] Since the battery's condition cannot be monitored while driving, it is also not possible in the conventional case to confirm the battery's aging and performance changes, which is associated with inconveniences for the driver, such as the inability to start the vehicle.

[0008] Examples of previously known configurations can be found in US 2015 / 0 329 003 A1, US 6 359 419 B1 and US 2014 / 0 149 058 A1.

[0009] The above-mentioned information disclosed in this background section is provided only to better understand the background of the disclosure and may therefore contain information that is not part of the state of the art already known in this country to a person with ordinary knowledge in the field of technology. PRESENTATION OF THE INVENTION

[0010] The present disclosure was made in an effort to provide a battery management device for a vehicle and a method for doing so, which can monitor the state of charge and aging of the battery during driving.

[0011] Furthermore, an exemplary embodiment of the present disclosure provides a battery management device for a vehicle and a method for it, which can check the aging state of the battery and control the charging and discharging of the battery according to the aging state of the battery.

[0012] These tasks and the problems mentioned above are solved by a battery management device for a vehicle according to the features of independent claim 1 and / or a battery management method for vehicles according to the features of independent claim 7. Further embodiments are described in the dependent claims.

[0013] According to an exemplary embodiment of the present disclosure, the battery's service life can be increased because the state of charge and the aging of the battery can be monitored during driving.

[0014] Furthermore, the battery's aging state can be checked and the charging and discharging of the battery can be controlled according to the battery's aging state, so that fuel consumption can be minimized to improve fuel savings and driver comfort.

[0015] Furthermore, an effect that can be achieved or assumed to be achieved by an exemplary embodiment of the present disclosure is described directly or suggestively in a detailed description of an exemplary embodiment of the present disclosure. That is to say, various effects that can be expected from an exemplary embodiment of the present disclosure are described in the detailed description that follows. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 is a block diagram illustrating a vehicle to which a battery management device according to an exemplary embodiment of the present disclosure is applied. Fig. Figure 2 is a block diagram illustrating a battery management device according to an exemplary embodiment of the present disclosure. Fig. Figure 3 is a flowchart illustrating a battery management method according to an exemplary embodiment of the present disclosure. Fig. 4 and Fig. Figure 5 are exemplary views to illustrate the effects of the battery management method according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED VERSION

[0016] The following describes in detail the operating principle of a method and a device for controlling the regenerative braking of a vehicle according to an exemplary embodiment of the present disclosure, with reference to the accompanying drawings. However, the drawings and the detailed description that follow relate to one exemplary embodiment among several exemplary embodiments, in order to effectively describe a feature of the present disclosure. Therefore, the present disclosure is not limited to the following drawings and their description.

[0017] Furthermore, detailed descriptions of known functions and structures included herein may be omitted in order to avoid obscuring the subject matter of this disclosure. The terms used herein are defined according to the functions of this disclosure and may vary depending on the intention and use by a user or operator. Therefore, the terms used herein should be understood based on the descriptions provided.

[0018] In order to effectively describe the technical features of the present disclosure, terms may be appropriately modified, integrated or separated in the following exemplary embodiment so that they are clearly understood by a person with ordinary knowledge in this field and the present disclosure is not limited thereto.

[0019] An exemplary embodiment of the present disclosure is described in detail below with reference to the accompanying drawings.

[0020] Fig. Figure 1 is a block diagram illustrating a vehicle to which a battery management device according to an exemplary embodiment of the present disclosure is applied.

[0021] With reference to Fig. 1 A vehicle has an engine 110, a gearbox 120, a differential gear device 125, a drive wheel 130, an AC generator 140, a battery 150 and an electrical consumer 160.

[0022] The 110 engine burns fuel to generate torque. That is, the 110 engine burns fuel and air to convert chemical energy into mechanical energy.

[0023] The engine 110 can be a variety of well-known engines, such as a gasoline engine, a diesel engine, or an engine with liquid gas injection (LPI).

[0024] In the vehicle's power transmission system, the torque of the engine 110 is transferred to the input shaft of the transmission 120, and the torque delivered by the output shaft of the transmission 120 is transferred to the axle via the differential gear device 125. When the axle rotates the drive wheel 130, the vehicle is driven by the torque of the engine 110.

[0025] The gearbox 120 transmits the torque of the motor 110 to the drive wheel 130 so that the vehicle can move.

[0026] The 120 transmission can be an automatic transmission or a manual transmission.

[0027] The automatic transmission controls the hydraulic pressure by actuating several solenoid valves depending on the speed of the vehicle and the position of the accelerator pedal, so that the shifting process of the target gear stage is activated for automatic shifting.

[0028] The manual transmission is shifted by the driver by pressing down the clutch pedal and moving the gear lever to the desired gear.

[0029] The AC generator 140 generates electrical current through the power of the motor 110. The AC generator 140 supplies current to the several electrical consumers 160 and supplies excess current to the battery 150 as charging current.

[0030] The battery 150 can be a low-voltage battery 150. For example, the battery 150 can be a 12V lead-acid battery 150.

[0031] Battery 150 supplies the current required to start the vehicle or the current required by the electrical consumer. That is, battery 150 supplies current when the engine 110 is cold-started and restarts. Battery 150 supplies a variety of electrical consumers 160 with the electrical current stored during acceleration, constant speed, and idling, when the generator 140's output is low.

[0032] Electrical consumer 160 comprises a variety of components that are installed in a vehicle and powered by current supplied by the generator 140 or the battery 150. Electrical consumer 160 can include, for example, an air conditioner, a radio, a navigation system, front and rear cameras, windshield wipers, headlights, bulbs, and similar items.

[0033] Fig. Figure 2 is a block diagram illustrating a battery management device according to an exemplary embodiment of the present disclosure.

[0034] With reference to Fig. 2 The battery management device comprises a battery 150, an AC generator 140, a battery sensor 210, a storage unit 220, a starter detection unit 230, a battery control 240, a vehicle control 250 and an output unit 260.

[0035] The battery 150 receives power from the AC generator 140 and charges the battery 150 and discharges the battery 150 by supplying power to the multiple electrical consumers 160.

[0036] The AC generator 140 adjusts the amount of power generated under the control of the vehicle control unit 250.

[0037] The battery sensor 210 records status information including voltage, current, temperature and similar data from the battery 150.

[0038] The battery sensor 210 can acquire status information under the control of the battery controller 240 or acquire the status information at a predetermined time. The battery sensor 210 can acquire the status information differently while driving than when the vehicle is in a parked state after the starter has been switched off.

[0039] The battery sensor 210 delivers the recorded status information to the storage unit 220.

[0040] The storage unit 220 generates or stores the necessary information in the components of the battery management device. That is, the storage unit 220 stores the status information acquired by the battery sensor 210.

[0041] Furthermore, the storage unit 220 stores the information generated by the battery controller 240. For example, the storage unit 220 can store the state of charge (hereinafter collectively referred to as SoC), the battery charging efficiency, the internal resistance, and similar data of the battery 150 generated by the battery controller 240.

[0042] The starter detection unit 230 records information about the switching on and off of the engine 110 and delivers the recorded start information to the battery control unit 240.

[0043] The battery controller 240 receives the information acquired by the battery sensor 210 from the storage unit 220 and generates a state of charge (SoC) for the battery 150 based on this information. The battery controller 240 then resets the battery charging efficiency based on the SoC of the battery 150 and sends the reset charging efficiency value to the vehicle controller 250. The battery controller 240 can be an intelligent battery unit (IBU).

[0044] More precisely, the battery control unit 240 receives starter information from the starter detection unit 230. Based on this starter information, the battery control unit 240 checks for engine start and generates an initial state of charge (SoC) using the initial state information of the battery 150 during start-up. The battery control unit 240 then calculates the internal resistance (IR) of the battery 150 using the voltage and current values ​​of the battery 150 during start-up.

[0045] The battery control unit 240 generates a driving state of charge (SoC) for battery 150 based on the driving condition information of battery 150 during driving.

[0046] The battery control unit 240 receives the starter information from the starter detection unit 230 and checks the starter motor of the engine 110 is switched off based on this information. The battery control unit 240 generates an initial state of charge (SoC) using the driving condition information, the battery charging efficiency, and the initial state of charge of the battery 150 during starting.

[0047] The battery controller 240 generates a second SoC using the off-state information of the battery 150 if the off-time after the ignition is switched off is greater than or equal to a reference time.

[0048] The battery controller 240 resets the battery charging efficiency based on the first and second state of charge (SoC). The battery controller 240 then sends the reset battery charging efficiency to the vehicle controller 250.

[0049] The battery controller 240 can be implemented by one or more microprocessors operated by a defined program, and the defined program can contain a series of instructions for carrying out the respective steps contained in the battery management method for vehicles according to an exemplary embodiment of the present disclosure, which is described below. Such a battery controller is referred to in Fig. 3 described in more detail.

[0050] In Fig. For example, the battery controller 240 is connected to the battery sensor 210 via the storage unit 220, but is not limited to this, because the battery controller 240 can be directly connected to the battery sensor 210 to control the battery sensor 210.

[0051] The vehicle control unit 250 controls the battery control unit 240 and the AC generator 140, which are components of the battery management system.

[0052] In other words, the vehicle control unit 250 receives the battery charging efficiency from the battery control unit 240. The vehicle control unit 250 controls the alternator 140 to charge the battery 150 based on the battery charging efficiency.

[0053] The vehicle control unit 250 can be an electronic control unit (ECU).

[0054] Output unit 260 outputs battery replacement notification information under the control of vehicle control unit 250. While output unit 260 is described as an example of outputting battery replacement notification information under the control of vehicle control unit 250, it is not limited to this, as the battery replacement notification information can also be output under the control of battery control unit 240.

[0055] The output unit 260 can include at least one display unit 263, one loudspeaker 265 and one lamp unit 267.

[0056] The display unit 263 shows the battery replacement notification information via text or an image. The display unit 263 is irrelevant as long as it can display the battery replacement notification information. The display unit 263 could be, for example, a communication device such as a mobile phone for the driver and a tablet PC, a cluster, or a navigation device.

[0057] The speaker 265 emits battery replacement notification information via sound.

[0058] The lamp unit 267 provides battery replacement notification information via light. For example, the lamp unit 267 can notify the driver with a red light when battery 150 needs to be replaced. This color can be set by a preset rule or manually by an operator.

[0059] The following describes a battery management method according to the present disclosure with reference to the Fig. 3 to 5 described.

[0060] Fig. Figure 3 is a flowchart illustrating a battery management method according to an exemplary embodiment of the present disclosure.

[0061] With reference to Fig. 3. The battery controller 240 generates an initial SoC by using the initial state information of the battery 150 during starting at S310.

[0062] Specifically, when the engine 110 is started, the starter detection unit 230 generates a starter information and delivers the starter information to the battery control unit 240.

[0063] The battery control unit 240 checks the starting process based on the starting information and confirms the initial state information detected by the battery sensor 210. Specifically, the battery sensor 210 detects a voltage value from the battery 150. The battery sensor 210 provides the memory unit 220 with information about the initial state, including the detected voltage value, and the memory unit 220 stores the initial state information provided by the battery sensor 210. The battery control unit 240 then checks the initial state information stored in the memory unit 220.

[0064] The battery controller 240 generates an initial state of charge (SoC) using the voltage value contained in the initial state information. In this case, the battery controller 240 checks a control card of the remaining capacity of the battery 150 at a variety of preset voltages. This control card can be an open-circuit voltage (OCV) card. The battery controller 240 generates an initial SoC by extracting the remaining capacity, which is adjusted to the voltage value contained in the initial state information based on the control card.

[0065] In addition, the vehicle control unit 250 can receive the initial SoC from the battery control unit 240 to confirm the control, and control the SoC of the battery 150 so that it is greater than or equal to the control value during driving.

[0066] This means that the vehicle control unit 250 can control the charging and discharging of the battery 150 via the alternator 140 so that the state of charge (SoC) of the battery 150 during driving is greater than or equal to the first control value. In this case, the first control value can be a reference value to maximize the lifespan of the battery 150 and improve fuel efficiency, and is a preset value. The first control value could, for example, be 92%.

[0067] Furthermore, the vehicle control unit 250 can control the charging and discharging of the battery 150 via the alternator 140 so that the state of charge (SoC) of the battery 150 during driving is greater than or equal to the second control value. In this case, the second control value can be a reference value for improving fuel economy and is a preset value. The second control value can be, for example, 86%.

[0068] The battery control 240 generates an internal resistance of the battery 150 by using the voltage value and the current value at start-up at S315.

[0069] In other words, the battery control unit 240 checks the current and voltage change values ​​from the start to the end of the starting process, based on the initial state information stored in the memory unit 220. Then, the current change value and the voltage change value are generated based on the checked current and voltage changes.

[0070] The battery controller 240 generates an internal resistance of the battery 150 using the current change value and the voltage change value. That is, the battery controller 240 can generate the internal resistance of the battery 150 using the following equation 1. IR=ΔVΔI

[0071] Here, IR can represent an internal resistance, ΔV a voltage change value, and ΔI a current change value.

[0072] The battery control unit 240 determines whether the internal resistance deviates from the initial internal resistance by more than the reference value. The initial internal resistance can represent the resistance generated when the battery 150 is installed in the vehicle. This initial internal resistance can be stored and managed in the resistance unit.

[0073] The battery controller 240 generates battery replacement notification information to prompt the driver to replace the battery when the internal resistance is greater than the reference value relative to the initial internal resistance. In this case, the reference value can be a value generated specifically for battery replacement information. The reference value is a preset value and can be set differently depending on the battery type, vehicle type, etc. For example, the reference value can be 1.5 times the initial internal resistance.

[0074] The battery replacement notification information can be output via the output unit 260 to inform the driver, or it can notify the driver when the driver visits a workshop, service center or similar.

[0075] The battery control unit 240 generates a driving SoC based on driving condition information when the vehicle is driving at S320.

[0076] In other words, the battery controller 240 monitors the current value of battery 150 based on the driving condition information acquired by battery sensor 210 while the vehicle is in motion. The battery controller generates an integrated charging current value and an accumulated discharging current value, where the current is accumulated over the time it is drawn from battery 150 and the current is accumulated over the time it is supplied to battery 150 while the vehicle is running, from the time of starting until the driving state of charge (SoC) is generated.

[0077] The battery controller 240 generates the driving state of charge (SoC) using the integrated charging current value, the integrated discharging current value, the integrated charging current value of the battery, and the initial SoC. In this case, the battery charging efficiency can be adjusted differently depending on the aging of the battery 150 and can initially be set to 1.

[0078] This means that the battery controller 240 can generate the driving SoC using equation 2 below. SoCd=SoCi+α×Ahcha−AhdisB

[0079] This refers to SoC d for the driving SoC, SoC i for the initial SoC, a for the battery charging efficiency, Ah cha for the integrated charging current value of the battery 150 Ah dis The integrated discharge current value of battery 150 and B can represent the battery capacity.

[0080] The battery control unit 240 generates an initial SoC based on the driving condition information of the battery 150, the battery charging efficiency and the initial SoC at start-up at S325.

[0081] Specifically, the battery control unit 240 receives the starter information from the starter detection unit 230 and checks the ignition switch-off based on this information. The battery control unit 240 checks the driving condition information when the ignition is switched off. Based on the driving condition information, the battery control unit 240 generates an integrated charging current value, which accumulates the current for the period during which current is supplied to battery 150 from the time of starting until the time the ignition is switched off. It also generates an integrated discharging current value, which accumulates the current for the period during which current is subtracted from battery 150 from the time of starting until the time the ignition is switched off, again based on the driving condition information.

[0082] The battery controller 240 generates the first SoC using the initial SoC, the integrated charging current value, the integrated discharging current value, the battery charging efficiency, and the battery capacity.

[0083] This means that the battery controller 240 can generate the first SoC using equation 3. SoC1=SoCi+α×Ahcha−AhdisB

[0084] SoC1 stands for the first SoC, SoC i for the initial SoC, a for battery charging efficiency, Ah cha for the integrated charging current value, Ah dis for the integrated discharge current value and B for the battery capacity.

[0085] The battery control unit 240 checks the off-time by calculating the off-time after starting at S330.

[0086] The battery controller 240 determines whether the off-time is greater than or equal to the reference time at S335. In this case, the reference time can indicate the time during which the reference voltage at battery 150 is removed. The reference time can be, for example, 6 hours.

[0087] If the off-time is less than the reference time, the battery control 240 returns to step S330 to check the off-time.

[0088] The battery controller 240 generates a second SoC if the off-time is greater than or equal to the reference time at S340.

[0089] In other words, the battery control unit 240 checks the off-state information detected by the battery sensor 210 and checks the voltage value of the battery 150 contained in the off-state information.

[0090] The battery controller 240 creates a second SoC by extracting the remaining capacity, which corresponds to the voltage value, based on the control board.

[0091] The battery controller 240 determines whether the difference between the first and second state of charge (SoC) is greater than or equal to a predetermined value at S345. Here, the predetermined value is a value set to determine the state of deterioration of battery 150 and can be a preset value. The set value can be, for example, 10%.

[0092] Meanwhile, the battery control unit 240 controls the AC generator 140 by supplying the pre-stored battery charging power to the vehicle control unit 250 when the difference value is less than the set value.

[0093] The battery control unit 240 resets the battery charging efficiency if the difference is greater than or equal to the predetermined value at S350.

[0094] In other words, if the difference value is greater than or equal to the set value, the battery controller 240 resets the battery charging efficiency using the difference value. That is, the battery controller 240 can reset the battery charging efficiency using equation 4. a=(1−D)a

[0095] Here, a can represent a battery charging efficiency and D a difference value.

[0096] For example, if the difference between the first SoC and the second SoC is 13%, then a = (1-0.13); a = 0.87a, and thus the battery charging efficiency can be changed from 1 to 0.87.

[0097] The battery control unit 240 determines whether the reset battery charging efficiency is less than or equal to the set efficiency value. In this case, the set efficiency value can be pre-set as a reference value to indicate when a battery replacement is needed. The set efficiency value can be adjusted depending on the vehicle type, battery type 150, etc.

[0098] The battery controller 240 generates a battery replacement notification when the battery charging efficiency is less than or equal to the set efficiency value. The output unit 260 can inform the driver about the battery replacement by displaying the battery replacement notification information generated by the battery controller 240.

[0099] The vehicle control unit 250 controls the AC generator 140 based on the battery charging efficiency at S355.

[0100] This means that the vehicle control unit 250 receives the battery charging efficiency from the battery control unit 240. The vehicle control unit 250 controls the AC generator 140 based on the provided battery charging efficiency in order to adjust the amount of current supplied to the battery 150.

[0101] If the battery charging efficiency is, for example, 0.87, then when the alternator 140 charges the battery 150 by 100Ah, it will only charge the battery 150 to 87Ah due to the aging of the battery 150. Therefore, the vehicle control unit 250 can control the alternator 140 to output 113Ah and charge the battery 150.

[0102] Meanwhile, the battery controller 240 and the vehicle controller 250 have been described as an example of how to implement the battery management method according to the present disclosure, but it is not limited to this. It can, for example, be carried out by the battery controller 240, by the vehicle controller 250, or by a separate controller installed in the vehicle.

[0103] Fig. 4 and Fig. Figure 5 are exemplary views to illustrate the effects of the battery management method according to an exemplary embodiment of the present disclosure.

[0104] With reference to Fig. 4. In the conventional case 410, because the battery 150 ages, the charge quantity of the battery 150 is insufficient. However, when applying the battery management method 420 according to the present disclosure, the condition of the battery 150 is monitored to detect that the battery 150 is aging, and the charge quantity of the battery 150 is increased and controlled according to the aging of the battery 150. This allows the service life of the battery 150 to be increased.

[0105] Furthermore, with regard to Fig.5. In the conventional case 510, the aging state of the battery 150 cannot be confirmed because the charging power of the battery 150 is set to a constant level. However, if the battery management method 520 according to the present disclosure is applied, the battery charging efficiency can be controlled differently depending on the aging of the battery 150, and the deterioration of the battery 150's performance can be detected. Furthermore, the present disclosure can inform the driver about the need for replacement if the set efficiency falls below 530, thereby improving driver comfort and preventing vehicle accidents caused by battery 150 failure.

Claims

[1] Battery management device for vehicles, comprising: a battery (150) for supplying power to a large number of electrical consumers (160) attached to the vehicle; an alternating current generator (140) to supply power to the battery (150) and the multitude of electrical consumers (160); a battery monitoring unit for recording battery status information (150); a battery controller (240) that generates an initial state of charge using initial state information of the battery (150) when the ignition is switched on, that generates an internal resistance (IR) of the battery (150) using a voltage value and a current value of the battery (150), that generates a first state of charge of the battery (150) using driving state information of the battery (150), a battery charging efficiency, and the initial state of charge when the ignition is off, that generates a second state of charge using off state information of the battery (150) if the off time after switching off the ignition is greater than or equal to a reference time, and that resets the battery charging efficiency based on the first state of charge and the second state of charge; and a vehicle control unit (250) for receiving the battery charging efficiency from the battery control unit (240) and for controlling the AC generator (140) based on the battery charging efficiency for charging the battery (150), wherein: the battery control (240) is designed to generate an integrated current value during the vehicle's operation, based on the current value contained in the driving state information when the vehicle is switched off, and to generate the initial state of charge using the integrated current value, the initial state of charge and a battery capacity, and The battery control (240) checks the battery voltage value (150) contained in the off-state information if the off-time after the ignition is switched off is greater than or equal to a set time, and generates the second charge state based on the voltage value. [2] Battery management device for vehicles according to claim 1, wherein: The battery control (240) generates an integrated charging current value, in which a current is accumulated for a period of time in which the current is supplied to the battery (150) from the time the ignition is switched on until the ignition is switched off, and an integrated discharging current value, in which the current is accumulated for a period of time in which the current is drawn from the battery (150) from the time the ignition is switched on until the ignition is switched off. [3] Battery management device for vehicles according to any one of the preceding claims, wherein: The battery control (240) resets the battery charging efficiency if the difference between the first state of charge and the second state of charge is equal to or greater than a set value. [4] Battery management device for vehicles according to any one of the preceding claims, wherein: The battery control (240) generates battery replacement notification information when the internal resistance (IR) is greater than or equal to a reference value compared to an initial internal resistance (IR), or when the battery charging efficiency is less than or equal to a set efficiency value. [5] Battery management device for vehicles according to claim 4, further comprising: an output unit (260) for outputting the battery replacement notification information. [6] Battery management device for vehicles according to one of the preceding claims, further comprising: a storage unit (220) that stores at least one state information detected by the battery sensing unit, the initial state of charge, the first state of charge, the second state of charge, and the battery charging efficiency generated by the battery control unit (240). [7] Battery management method for vehicles comprising a battery (150) for supplying power to a plurality of electrical consumers (160) attached to the vehicle, and an AC generator (140) for supplying the battery (150) and the plurality of electrical consumers (160) with current generated by the power of a motor (110), wherein the method comprises: Generating an initial charge level of the battery (150) using a voltage value after checking the voltage value of the battery (150) when the ignition is switched on, Generating an internal resistance (IR) of the battery (150) using the voltage value and the current; Generating an initial state of charge using the initial state of charge, driving condition information and a battery charging efficiency after checking the battery's driving condition information (150) with the ignition off; Determine whether the off-time after the ignition is switched off is greater than or equal to a reference time, Generating a second charge state using the voltage value after checking the battery voltage value (150) if the off time is greater than or equal to the reference time; and Resetting the battery charging efficiency if the difference value after checking a difference value between the first state of charge and the second state of charge is equal to or greater than a set value. [8] Battery management method for vehicles according to claim 7, wherein: The generation of an initial charge state is shown: Generating an integrated current value from the time the starter is switched on until the time the starter is switched off, based on the current value contained in the driving condition information, and checking a charging time and a discharging time of the battery (150) from the time the starter is switched on until the time the starter is switched off; and Generating the first state of charge using the initial state of charge, the integrated current value, the battery charging time (150), the battery discharging time (150), and the battery capacity. [9] Battery management method for vehicles according to claim 7 or 8, wherein: The creation of the first charge state is carried out by: SoC1=SoCi+α×Ahcha−AhdisB where SoC1 is the first state of charge, SoC i the initial state of charge, α the battery charging efficiency, Ah cha an integrated charging current value, Ah disan integrated discharge current value and B is the battery capacity. [10] Battery management method for vehicles according to any one of claims 7 to 9, wherein: The creation of a second charge state is shown: Checking a control card of the remaining battery capacity (150) at a variety of preset voltages; and Generating the second charge state by extracting a residual capacity corresponding to a voltage value of a battery (150) that corresponds to a switch-off time based on the control board. [11] Battery management method for vehicles according to any one of claims 7 to 10, further comprising: After generating an internal resistance (IR) of the battery (150), determine whether the internal resistance (IR) deviates from the initial internal resistance (IR) by more than one reference value; and Generate battery replacement notification information when the reference value differs. [12] Battery management method for vehicles according to any one of claims 7 to 11, further comprising: After resetting the battery charging efficiency, determine whether the battery charging efficiency is less than or equal to a specified efficiency value; and Generate battery replacement notification information when the battery charging efficiency is lower than or equal to a specified efficiency value. [13] Battery management method for vehicles according to any one of claims 7 to 12, further comprising: After resetting the battery charging efficiency, control the AC generator (140) based on the battery charging efficiency to adjust the amount of current supplied to the battery (150).

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