METHOD AND DEVICE FOR ADJUSTING THE STATE OF CHARGE (SOC) OF BATTERY IN A FUEL CELL VEHICLE USING ROAD INFORMATION

Abstract

A method for correcting a vehicle's battery state of charge (SOC) comprises subdividing a roadway segment in front of the vehicle into at least two or more segments; obtaining roadway information for each segment of the at least two or more roadway segments; determining an expected battery SOC demand value for each segment based on the obtained roadway information; determining whether the expected battery SOC demand value for each segment needs to be corrected based on whether the at least two or more segments have continuous gradients; and, based on this, performing a correction of the expected battery SOC demand value.

Description

BACKGROUND TECHNICAL AREA

[0001] The present disclosure relates to a method and a device for correcting or adjusting the battery state of charge (SOC) requirements in a fuel cell vehicle using information about the forward travel (i.e., the road surface). In particular, the present disclosure relates to a method and a device for correcting a battery SOC demand value to prevent a battery SOC demand prediction error using road surface information obtained from a peripheral device based on each section of the road surface ahead of the vehicle. DISCUSSION OF THE STATE OF THE TECHNOLOGY

[0002] Generally, a vehicle (or "moving object") is controlled based on the vehicle's current state and the driver's actions. In a conventional fuel cell power generation control method for a commercial fuel cell electric vehicle (FCEV), a fuel cell power map for a high-voltage battery's state of charge (SOC) can typically be determined by calculating the vehicle's power demand based on the force applied by the driver to the accelerator pedal and the power output of vehicle accessories.

[0003] Specifically, a conventional commercial FCEV controls fuel cell power generation by calculating the vehicle's power requirements based on the force applied by the driver to the accelerator pedal and the power output of the vehicle's accessories, and by determining an FC power map according to the state of charge (SOC) of a high-voltage battery. In this case, even if the route involves a long incline or decline, a problem arises in that the battery SOC required for future driving segments is not adequately secured, since the power in the current driving segment is generated by the fuel cell power map. In other words, the required battery SOC may not be reached or may be insufficient to provide the necessary amount of energy / charge for efficient vehicle operation as the vehicle travels over the road sections ahead to reach its destination. OVERVIEW

[0004] The present disclosure is technically directed to providing a method and a device for correcting or adjusting a vehicle's battery SOC by predicting a battery SOC value with minimal error based on information about a road surface in front of the vehicle obtained from a peripheral device of the vehicle.

[0005] In order to solve the technical problems of the present disclosure, the present disclosure is further directed to provide a correction device and a method for dividing a roadway on which a vehicle is driven into segments and calculating a corrected battery SOC requirement value according to each of the segments.

[0006] The present disclosure solves a technical problem in current systems that predict a battery state of charge (SOC) demand value without dividing the roadway into at least two or more segments, which can lead to a prediction error of the battery SOC demand value. In other words, in current fuel cell electric vehicles (FCEVs), a battery SOC value that can be secured or maintained in a previous driving segment may not match a battery SOC value required when a forward driving segment becomes the current driving segment.

[0007] Thus, the disclosed embodiments provide a method and a device for correcting a predicted battery state of charge (SOC) demand value of a vehicle. The disclosed embodiments offer a solution that goes beyond simply calculating a battery SOC value. Instead, the disclosed embodiments divide the roadway in front of the vehicle into at least two segments and use roadway information obtained from the vehicle's peripheral device(s) to calculate an expected SOC demand value for each segment and to determine whether an expected battery SOC demand value for each segment needs to be corrected.

[0008] The technical problems solved by the present disclosure are not limited to the technical problems mentioned above, and other technical problems not described here should be clearly understood by a person skilled in the art in the field to which the present disclosure belongs from the following description.

[0009] According to the present disclosure, a method for correcting a vehicle's battery state of charge (SOC) is provided. The method may include subdividing a roadway segment in front of the vehicle into at least two or more segments, obtaining roadway information for each segment of the at least two or more roadway segments, determining or calculating an expected battery SOC demand value for each segment based on the obtained roadway information, determining whether the expected battery SOC demand value for each segment should be corrected based on whether the at least two or more segments have continuous gradients, and performing a correction of the expected battery SOC demand value.

[0010] According to one embodiment of the present disclosure, the at least two or more segments comprise a current driving segment and a forward driving segment. Determining the expected battery state of charge (SOC) requirement includes subdividing the forward driving segment into a first forward driving segment and a second forward driving segment. The method further comprises calculating the expected battery SOC requirement of each segment based on the obtained road information.

[0011] According to one embodiment of the present disclosure, the method further comprises determining the expected state of charge (SOC) requirement by multiplying an expected battery charge / discharge power value and an expected future driving time. The method further comprises determining a required battery SOC requirement by dividing the expected battery SOC requirement by a total battery energy value.

[0012] According to one embodiment of the present disclosure, the method further comprises determining whether the first forward driving segment and the second forward driving segment have continuous inclines (gradients), based on whether the required battery SOC demand value has the same sign.

[0013] According to one embodiment of the present disclosure, the method further comprises comparing a battery SOC demand value secured in an immediately preceding driving segment with the expected battery SOC demand value of the first forward driving segment based on the first forward driving segment and the second forward driving segment, which have continuous gradients upon entering the first forward driving segment.

[0014] According to one embodiment of the present disclosure, the method further comprises determining a corrected battery SOC demand value based on a battery SOC demand value secured upon entry into the current driving segment and which is greater than the expected battery SOC demand value of the immediately preceding driving segment, by subtracting a battery margin secured in the immediately preceding driving segment from the battery SOC demand value of the first forward driving segment.

[0015] According to one embodiment of the present disclosure, the method further comprises determining an overall battery charge / discharge SOC value for controlling the fuel cell power generation by adding the expected battery SOC demand value of the first forward driving segment and the expected battery SOC demand value of the second forward driving segment.

[0016] According to one embodiment of the present disclosure, the method further comprises determining that the expected battery state of charge (SOC) demand value is an expected battery discharge power value, based on the assumption that the first forward driving segment and the second forward driving segment are long inclines (gradients). The method further comprises calculating the expected battery discharge power value by multiplying a battery efficiency value and a value obtained by subtracting an expected fuel cell power generation value from an expected gradient driving power value during driving.

[0017] According to one embodiment of the present disclosure, the method further comprises determining that the expected battery state of charge (SOC) demand value is an expected battery charging power value, based on the fact that the first forward driving segment and the second forward driving segment are long descents (gradients). The method further comprises determining the expected battery charging power value by dividing an expected gradient driving power value by a battery efficiency value.

[0018] According to one embodiment of the present disclosure, the method further comprises preventing a correction of the expected battery SOC demand value from being carried out on the basis of the first forward driving segment and the second forward driving segment, which do not have continuous gradients.

[0019] According to another embodiment of the present disclosure, a device for correcting a vehicle's battery state of charge (SOC) is provided. The device comprises a memory configured to store at least one instruction. The device further comprises a processor configured to execute the at least one instruction stored in the memory and to subdivide a lane segment of a roadway in front of the vehicle into at least two or more segments. The device includes a peripheral device configured to obtain lane information for each segment of the at least two or more lane segments.The processor is further configured to determine or calculate an expected battery SOC demand value based on the road information of each segment input from the peripheral device, to determine whether the expected battery SOC demand value should be corrected based on whether the two or more segments have continuous gradients, and to perform a correction of the expected battery SOC demand value based on this.

[0020] According to one embodiment of the present disclosure, the at least two segments comprise a current driving segment and a forward driving segment. To determine the expected battery state of charge (SOC) requirement, the processor is configured to subdivide the forward driving segment into a first forward driving segment and a second forward driving segment. The processor is further configured to calculate the expected battery SOC requirement based on the received road information.

[0021] According to one embodiment of the present disclosure, the processor is further configured to determine the expected state-of-charge (SOC) requirement by multiplying an expected battery charge / discharge power value and an expected future driving time. The processor is further configured to determine a required battery SOC requirement by dividing the expected battery SOC requirement by a total battery energy value.

[0022] According to one embodiment of the present disclosure, the processor is further configured to determine whether the first forward driving segment and the second forward driving segment have continuous gradients, based on whether the required battery SOC demand value (of each segment) has the same sign.

[0023] According to one embodiment of the present disclosure, the processor is further configured to compare, on the basis of the first forward driving segment and the second forward driving segment, which have continuous gradients, a battery SOC demand value secured in an immediately preceding driving segment with the expected battery SOC demand value of the first forward driving segment upon entry into the first forward driving segment.

[0024] According to one embodiment of the present disclosure, the processor is further configured to determine a corrected battery SOC requirement value based on the battery SOC requirement value secured at the entry into the current driving segment, which is greater than the expected battery SOC requirement value of the immediately preceding driving segment, by subtracting a battery span secured in the immediately preceding driving segment from the battery SOC requirement value of the first forward driving segment.

[0025] According to one embodiment of the present disclosure, the processor is further configured to determine an overall battery charge / discharge SOC value for controlling fuel cell power generation by adding the expected battery SOC demand value of the first forward driving segment and the expected battery SOC demand value of the second forward driving segment.

[0026] According to one embodiment of the present disclosure, the processor is further configured to determine, based on the first forward driving segment and the second forward driving segment, which are long inclines (gradients), that the expected battery state of charge (SOC) demand value is an expected battery discharge power value. The processor is further configured to calculate the expected battery discharge power value by multiplying a battery efficiency value by a value obtained by subtracting an expected fuel cell energy generation value from an expected gradient driving power value during driving.

[0027] According to one embodiment of the present disclosure, the processor is further configured to determine, based on the fact that the first forward driving segment and the second forward driving segment are long descents (gradients), that the expected battery state of charge (SOC) demand value is an expected battery charging power value. The processor is further configured to obtain the expected battery charging power value by dividing an expected gradient driving power value by a battery efficiency value.

[0028] According to one embodiment of the present disclosure, the processor is further configured to prevent a correction of the expected battery SOC demand value based on the fact that the first forward driving segment and the second forward driving segment do not have continuous gradients.

[0029] The effects achievable through this disclosure are not limited to those mentioned above. Other effects not mentioned here should be clearly understandable to a person skilled in the art from the following description. BRIEF DESCRIPTION OF THE DRAWING FIGURES Fig. Figure 1 shows a block diagram representing the individual modules of a vehicle equipped with a battery SOC correction device according to an embodiment of the present disclosure. Fig. 2A and Fig. Figure 2B shows flowcharts of a method for correcting the battery SOC of a vehicle according to another embodiment of the present disclosure. Fig. Figure 3 shows a block diagram representing a performance diagram for a passenger vehicle according to an embodiment of the present disclosure. Fig. 4A and Fig. Figure 4B shows a predictive battery SOC control process for a commercial fuel cell vehicle according to a current driving segment and at least two or more driving segments for controlling fuel cell power generation according to another embodiment of the present disclosure. Fig. Figure 5 shows an estimated result of the change in a corrected battery SOC demand value according to each section of a road with continuous gradients. Fig. Figure 6 shows a flowchart of an operating mechanism of a battery SOC correction device according to another embodiment of the present disclosure. DETAILED DESCRIPTION

[0030] Embodiments of the present disclosure are described in detail below with reference to the accompanying drawings, so that those skilled in the art can readily implement the embodiments of the present disclosure. However, the embodiments of the present disclosure can be implemented in various ways. The present disclosure is not limited to the embodiments described herein.

[0031] In describing embodiments of the present disclosure, known features, functions, or constructions were not described in detail if it was determined that a detailed description thereof could unnecessarily obscure the core of the present disclosure. In the drawings, identical components are designated with the same reference numerals, and repeated or duplicate descriptions of identical elements were omitted.

[0032] When, in the present disclosure, an element is simply described as "connected with," "coupled with," or "linked with" another element, this may mean that an element is "directly connected with," "directly coupled with," or "directly linked with" another element, or it may mean that an element is connected, coupled, or linked with another element, with another element interposed. When an element "includes" or "has" another element, this means that an element may include another element without excluding another component, unless expressly stated otherwise.Insofar as a component, device, element or the like is described in the present disclosure as pursuing a purpose or performing an operation, function or the like, the component, device or element should here be considered to be "configured" to fulfill that purpose or to perform that operation or function.

[0033] In this disclosure, the terms “first”, “second”, and the like are used only to distinguish one element from another and do not restrict the order or hierarchy of meaning between the elements unless expressly stated otherwise. Accordingly, a first element in one example may be referred to as a second element in another example, and similarly, a second element in one example may be referred to as a first element in another example, without this departing from the scope of this disclosure.

[0034] In this disclosure, the elements that are distinguished from one another are differentiated solely for the purpose of clearly describing the individual features. This distinction does not necessarily mean that the elements are separate from one another. In other words, several elements may be integrated into a single hardware or software unit, or an element may be distributed and constituted in multiple hardware or software units. Therefore, such integrated or distributed embodiments fall within the scope of protection of this disclosure, even if this is not explicitly stated elsewhere.

[0035] In the present revelation, the elements described in the various examples do not necessarily represent essential elements, and some of them may be optional. Therefore, an example consisting of a subset of the elements described in an example also falls within the scope of protection of the present revelation. Furthermore, examples that contain additional elements beyond those described in the various examples are also included within the scope of protection of the present revelation.

[0036] The advantages and features of the present disclosure and the means of achieving them should be obvious to the person skilled in the art with reference to the embodiments of the present disclosure, which are described in detail below in conjunction with the accompanying drawings. However, the embodiments of the present disclosure can be embodied in many different forms and should not be understood as being limited to those presented here. Rather, the embodiments described here are intended to fully convey to those skilled in the field of the present disclosure the scope of protection of the present disclosure.

[0037] In the present disclosure, terms such as "electrical devices (equipment)" refer to those related to charging and discharging the vehicle's battery, including a drive motor and a starter generator (HSG) that can charge the battery by converting the vehicle's braking and inertial energy into electrical energy during regenerative braking or under other driving conditions. Furthermore, the term "sign" refers to the property that a value or number, e.g., a battery state of charge (SOC) requirement value, is positive (+), negative (-), or zero.

[0038] The described method can minimize driving problems caused by intelligent power control by limiting the state-of-charge (SOC) change of the target battery or by adjusting the charge / discharge rate weighting based on the reliability of the vehicle's route. Route reliability refers to the reliability of the gradient information for the current route received by the intelligent power control logic. Even if the route changes, reliability is considered high if the gradient information remains similar. For example, when switching from one incline to another, reliability is considered high. However, if the gradient information reverses due to a route change, such as transitioning from an incline to a descent, reliability is considered low.

[0039] With reference to Fig. 1 A control device for the generation of electricity by fuel cells in a vehicle is described according to an embodiment of the present disclosure.

[0040] Fig. Figure 1 is a block diagram showing the individual modules of a vehicle equipped with a battery SOC correction device according to an embodiment of the present disclosure.

[0041] In one embodiment, the battery SOC correction device can be installed in a commercial hydrogen-electric vehicle, such as a large hydrogen-electric truck. In other embodiments, the battery SOC correction device can be installed in other types of vehicles. The battery SOC correction device can receive information about the road gradient of a target point located at a predetermined distance or further away from a vehicle on a roadway ahead of the vehicle. The battery SOC correction device can divide the roadway bounded by the predetermined distance to the target point (i.e., the roadway or roadway segment between the vehicle and the target point) into two or more segments, calculate a battery SOC demand value for each segment of the roadway, and perform power control and battery SOC correction of the vehicle.

[0042] The battery SOC correction device can include one or more peripheral devices, which may comprise one or more devices or sensors to obtain information about the road surface around or in front of the vehicle. The one or more devices or sensors may include a navigation unit 101, a speedometer 103, a tilt sensor 105, an accelerometer 107, and a torque sensor 109 for the drive system. The peripheral device may also include a battery management unit 111 and a memory 113. Furthermore, the peripheral device may include various other devices besides those described in Fig. The components shown in Figure 1 are included. In this context, some embodiments may include a “Connected Car Navigation Cockpit” (ccNc) with hardware and application developed by the applicant. The ccNc can perform the function of obtaining road information. Accordingly, the road information can be retrieved from the ccNc according to the present disclosure.

[0043] The Navigation Unit 101 can send road information, including route details and / or information about repeated routes. Road information can include a speed limit for a road the vehicle is currently traveling on. Repeated route information can be a user-registered route or an automatically registered route based on repeated journeys on the same road over a predetermined number of trips.

[0044] Apart from the navigation unit 101, the vehicle's battery SOC correction device peripherals may include sensors for measuring and receiving road information, including, but not limited to, information relating to the vehicle and the road segments ahead. As mentioned above, the sensors may include the speedometer 103, the tilt sensor 105, the accelerometer 107, and the drive torque sensor 109. The speedometer 103 can measure the vehicle's speed. The accelerometer 107 can measure the vehicle's direction of travel and acceleration in a direction other than the direction of travel. Additionally, the vehicle's weight can be calculated using the accelerometer 107 and the drive torque sensor 109.

[0045] The battery management unit 111 can play a role in improving energy efficiency by optimally managing the state of charge (SOC) of a vehicle battery. Such a battery management unit 111 can be implemented as a battery management system (BMS). The battery management unit 111 can monitor the voltage, current, and / or temperature of the vehicle battery in real time using the sensors of the peripheral device. By monitoring these parameters, the battery management unit 111 can prevent overcharging and over-discharging of the vehicle battery. Furthermore, the battery management unit 111 can calculate the state of charge (battery SOC) of a vehicle battery based on the current and / or voltage measured by the sensors. A vehicle battery can serve as a power source for an electrical device installed in a vehicle, such as an electronic control unit (ECU) and / or a drive motor.

[0046] The battery SOC correction device can include a non-volatile memory 113, which is specifically configured to store an application and various types of data for controlling a vehicle and, upon request from a processor, to load the application or read and record data. The memory 113 can include both non-volatile and volatile memory.

[0047] The battery SOC correction device can include a processor 115 coupled to the memory 113 and specifically configured to perform the overall control of the vehicle. The memory 113 is configured to store computer-executable instructions that cause the processor 115 to perform procedures and functions according to the various embodiments of this disclosure. In particular, the operation of the Fig. The devices and sensors shown in Figure 1 are controlled by the computer-executable instructions stored in memory 113 and executed by processor 115.

[0048] The processor 115 can have at least one processing module, and each control-related function can be implemented in a single processing module or in a corresponding processing module among a plurality of modules. With regard to the present disclosure, the processor 115 can control the moving object, i.e., the vehicle, such that a battery state of charge (SOC) is corrected by using an application, an instruction, and / or data stored in memory 113. A person skilled in the art should understand that one or more of the modules described herein can be implemented, among other things, using a tangible, computer-readable medium, such as memory 113, which includes computer-executable instructions (e.g., executable software code). Alternatively, the modules can be implemented as software code, firmware code, specially configured hardware or processors, and / or a combination of the foregoing.

[0049] In particular, the processor 115 can, while the vehicle is driving, receive at least one route for each road segment, a speed limit, and any gradient as road information and then calculate an expected battery state of charge (SOC) demand value based on this road information. Additionally, the processor can exclude a battery charge / discharge output SOC demand value in a current driving segment to prevent a prediction error in the expected battery SOC demand value.

[0050] The vehicle's battery SOC correction device according to the present disclosure can be configured to implement the processing of the correction of a battery SOC demand value via a processor, comprising at least the speedometer 103, the navigation unit 101, the tilt sensor 105, the accelerometer 107, the drive torque sensor 109, the memory 113, the battery management unit 111, and the processor 115. The processing can be performed by at least one part of the processor, such as at least one processing module, and the memory 113 can function as a vehicle control unit (VCU). The processor processing described above is further detailed with reference to Fig. 2A and Fig. 2B described in detail.

[0051] Fig. 2A and Fig. Figure 2B are flowcharts of a method for correcting the battery SOC of a vehicle according to another embodiment of the present disclosure.

[0052] Referring to Fig. 2A may comprise a method for correcting a vehicle's battery SOC according to the present disclosure, obtaining roadway information about each segment of two or more segments of a roadway in front of the vehicle (201), determining or calculating an expected battery SOC demand value based on the roadway information obtained (203), determining whether the expected battery SOC demand value of each segment should be corrected based on whether the two or more segments have continuous gradients, and performing a correction of the expected battery SOC demand value (205).

[0053] According to step 201, the acquisition of roadway information for each of the two or more segments of the roadway is carried out by one or more peripheral devices of the vehicle.

[0054] A peripheral device can, for example, include a navigation unit that provides information about speed limits for each road segment and the vehicle's route. The peripheral device can include a speedometer that provides the vehicle's current speed. It can also include an inclination sensor that provides information about the angle between different sections of the road and, based on the data collected for each section, determines whether the road has a gradient. Finally, the peripheral device can include an accelerometer and a drive torque sensor that provide information necessary for calculating the vehicle's weight.

[0055] According to step 203, determining or calculating the expected battery SOC demand value based on the roadway information obtained for each segment of the two or more roadway segments may involve determining or calculating the expected battery SOC demand value based on at least one forward driving segment, which is subdivided into a first forward driving segment, a second forward driving segment, or multiple segments, detected or determined from the information obtained via the vehicle's peripheral devices. The forward driving segment refers to a segment of the roadway in front of or behind the vehicle.

[0056] The expected battery state of charge (SOC) demand value is an expected battery discharge power value when the first and second forward driving segments of the segments detected by the tilt sensor are determined to be long inclines or gradient segments (i.e., uphill roads or uphill segments with a greater distance than a threshold distance). In this case, the expected battery discharge power value can be obtained by subtracting an expected fuel cell power generation power value from an expected gradient driving power value as the vehicle is driven.

[0057] If, on the other hand, the first and second forward driving sections of the roadway detected by the inclination sensor are determined to be long descents or downhill sections (i.e., descending roads or descending sections with a greater distance than a threshold distance), the expected battery power value is an expected battery charging power value. In this case, the expected battery charging power value can be an expected gradient driving power value during regenerative braking.

[0058] According to step 205, determining whether the expected battery SOC demand value of each of the segments needs to be corrected based on whether the two or more forward driving segments have continuous gradients, and performing the correction of the expected battery SOC demand value via the in Fig. The steps shown in 2B are carried out.

[0059] With reference to Fig. 2B can proceed to step 205 of Fig. 2A Calculating a total battery charge / discharge SOC demand value based on the expected battery charge / discharge power value (2051), calculating a battery SOC demand value based on the total battery charge / discharge SOC demand value (2053), determining whether the battery SOC demand value has the same sign (i.e., a positive or negative value) in continuous forward driving segments (2055), and comparing a battery SOC value secured upon entering an immediately preceding driving segment with a battery SOC demand value of an immediately preceding driving segment (2057).

[0060] According to Fig. 2B includes step 205 of Fig. 2A Calculating the total battery charge / discharge SOC requirement value according to step 2051 based on the expected battery charge / discharge power value in step 2051. The total battery charge / discharge SOC requirement value can be determined by multiplying the expected battery charge / discharge power value and an expected future driving time of the vehicle.

[0061] Furthermore, the expected battery power value can be determined by a VCU using a vehicle dynamics equation. In one embodiment, a vehicle dynamics equation can be represented by Equation 1 below. Ftrction=(Fdrag+Froll+Fgrade)=0.5*ρ*Cd*A*V2+mg*(Crcosθ+sinθ)

[0062] In equation 1 above, F traction a tensile force, F drag an air resistance, F roll rolling resistance and F gradea climbing ability. The variable m is the vehicle weight, g is the acceleration due to gravity, ρ is the air density, C d is the drag coefficient, A is the frontal area and C r is the rolling resistance coefficient.

[0063] According to step 2053, the calculation of the battery SOC requirement based on the total battery charge / discharge SOC requirement can involve dividing the total battery charge / discharge SOC requirement for two or more forward driving segments by an expected future driving time of the vehicle. The expected future driving time of the vehicle can be a value obtained by dividing a current segment distance by a vehicle speed.

[0064] According to step 2055, when determining whether the battery SOC demand value in the continuous first and second forward driving segments has the same sign, it can be determined whether the forward driving segments are continuous inclines or continuous declines by determining whether a battery SOC demand value calculated in step 2053 from each of the forward driving segments has the same sign. If, in this case, the battery SOC demand values ​​of the individual forward driving segments do not have the same sign, an uncorrected value can be determined as the corrected battery SOC demand value of the first forward driving segment.

[0065] Next, the comparison of the battery SOC value secured upon entering an immediately preceding driving section with the battery SOC demand value of an immediately preceding first forward driving section according to step 2057 and the implementation of the correction according to a comparison result can be carried out if the forward driving sections are determined as continuous ascents or continuous descents, i.e. as continuous inclines (gradients).

[0066] In this case, it can be determined whether the battery SOC value secured upon entering the immediately preceding driving segment is greater than the battery SOC demand value of the first forward driving segment. If the battery SOC value secured upon entering the immediately preceding driving segment is greater, a value resulting from subtracting an already secured battery SOC margin value from the immediately preceding driving segment from a battery SOC demand value of the second forward driving segment can be determined as the corrected battery SOC demand value. The battery SOC margin value already secured from the immediately preceding driving segment can be determined by subtracting the battery SOC demand value of the first forward driving segment from the battery SOC value secured upon entering the immediately preceding driving segment.

[0067] However, if the battery's SOC requirement value in the first forward driving segment is greater than the battery's SOC value secured upon entering the immediately preceding driving segment, the battery's SOC requirement value must not be corrected.

[0068] To avoid a prediction error in the battery state of charge (SOC) demand value for intelligent power control, a total battery charge / discharge SOC demand value for intelligent power control can be determined by adding a corrected battery SOC demand value for the first forward driving segment, calculated via step 2057, and a corrected battery SOC demand value for the second forward driving segment. Based on this determined total battery charge / discharge SOC demand value, the vehicle's battery SOC correction device enables intelligent power control to be performed, which is capable of ensuring, in advance, an expected battery SOC value required for a forward driving segment.

[0069] Fig. Figure 3 is a block diagram showing a performance diagram for a passenger vehicle according to a further embodiment of the present disclosure.

[0070] As in Fig. As shown in Figure 3, the performance map for a passenger car can consist of a plurality of stages, which are determined by the required state of charge (SOC) of the battery. A battery SOC value can be output by selecting any value from the plurality of stages. For example, the plurality of stages can include a setting for very large SOC discharge, a setting for large SOC discharge, a setting for SOC band maintenance, a setting for large SOC charge, and a setting for very large SOC charge. However, this is only an example, and a performance map for passenger cars according to the present disclosure can be divided into a plurality of stages equal to or greater than 5 stages (e.g., 10 stages, 12 stages, and the like).

[0071] A corrected state of charge (SOC) value, which is entered into the performance map of the passenger car, can be calculated from a current SOC value of the battery received from a battery management system (BMS) of a battery management unit, and a SOC value representing an excess or deficit. The battery BMS can be a rechargeable battery system such as a lithium-ion battery.

[0072] Fig. 4A and Fig. Figure 4B shows a predictive battery SOC control process for a vehicle, e.g. a commercial fuel cell vehicle, based on a current driving segment and each of at least two or more forward driving segments for controlling fuel cell power generation according to another embodiment of the present disclosure.

[0073] With reference to Fig. 4A and Fig. 4B A battery SOC correction method according to the present disclosure can calculate an expected amount of battery SOC change based on whether each segment of the roadway ahead of the vehicle has a gradient and a gradient degree, convert this amount into a required battery charging / discharging power in the current driving segment, and thus control fuel cell power generation power. In this way, it is possible to secure or maintain a SOC value that is high enough to be used in a forward driving segment.

[0074] Fig. 4A is a battery state of charge (SOC) correction procedure used when a first and second forward driving segment involve a long incline and a battery SOC depletion is expected. To obtain a required battery charging power value for a current driving segment, an expected battery charging power value for each segment can first be calculated if the first and second forward driving segments are on a long incline. The expected battery charging power value for each forward driving segment can be an expected incline driving power value during regenerative braking. The required battery charging power value for the current segment can be determined by dividing the expected battery charging power value for each forward driving segment by an expected driving time of the current driving segment.

[0075] As in Fig. As shown in diagram 4A, the two or more driving segments are divided into a current driving segment (Seg 0) and a forward driving segment. The forward driving segment is further subdivided into a first forward driving segment (Seg 1) and a second forward driving segment (Seg 2). In the current driving segment (Seg 0), an expected amount of the battery state of charge (SOC) change for the first forward driving segment (Seg 1) and the second forward driving segment (Seg 2) of the vehicle can be calculated, and the battery can be pre-charged. It is possible that the value of the battery SOC change will not be maintained, but will fall below a preset reference point, potentially leading to discharge.In one example, the first forward driving segment Seg 1 is a long gentle incline where the battery SOC value is slightly discharged at the preset reference point, and the second forward driving segment Seg 2 is a long steep incline where the battery SOC value may be discharged more drastically at the preset reference point than in the first forward driving segment Seg 1.

[0076] On the other hand, in the case of a battery SOC correction device that controls fuel cell power output, since charging in a current driving segment can be as much as the amount of battery SOC change, even driving up a long incline cannot cause the battery SOC value to drop below a preset reference value. In particular, in one embodiment, the first forward driving segment, Seg 1, is a long, gentle incline where, compared to the second forward driving segment, Seg 2, both the existing control system and the fuel cell power generation control system may exhibit a slight change in the battery SOC value. Conversely, the second forward driving segment, Seg 2, is a long, steep incline where a change in the battery SOC value may also be relatively drastic.

[0077] Fig. Figure 4B shows a battery state of charge (SOC) correction method according to one embodiment when a first forward driving segment and a second forward driving segment have a long downhill section and a battery SOC is expected to be charged. To obtain a required battery charging power value for a current driving segment, an expected battery discharge power value for each segment can be calculated when the first and second forward driving segments are in a long downhill section. The expected battery discharge power value for each segment can be calculated by subtracting an expected fuel cell power generation value from an expected gradient driving power value when a vehicle is driven. The required battery charging power value for the current segment can be determined by dividing the expected battery discharge power value for each segment by an expected driving time of the current segment.

[0078] According to one embodiment, as in Fig. Figure 4B shows a driving segment divided into a current driving segment (Seg 0) and a forward driving segment. The forward driving segment is further divided into a first forward driving segment (Seg 1) and a second forward driving segment (Seg 2). In the current driving segment (Seg 0), the expected amount of battery state (SOC) change for the first forward driving segment (Seg 1) and the second forward driving segment (Seg 2) of a vehicle can be calculated, and the discharge can be performed in advance. The amount of battery SOC change cannot be controlled to remain constant, but rather to exceed a preset reference point to such an extent that overcharging can occur.In particular, the first forward driving section Seg 1 is a long gentle incline where the battery SOC value is easily charged at the preset reference point, and the second forward driving section Seg 2 is a long steep incline where the battery SOC value can be charged more drastically at the preset reference point than in the first forward driving section Seg 1.

[0079] On the other hand, according to one embodiment, in a battery SOC correction device that performs fuel cell power control, since the discharge in a current driving segment can be as much as a battery SOC change, even driving on a long downhill section cannot cause the battery SOC value to exceed a preset reference value. Specifically, the first forward driving segment, Seg 1, is a long, gentle downhill section where, compared to the second forward driving segment, Seg 2, both the existing control and the fuel cell power generation control may result in a slight change in the battery SOC value. Conversely, the second forward driving segment, Seg 2, is a long, steep uphill section where a change in the battery SOC value may be relatively drastic.

[0080] Fig. Figure 5 is a graph showing an estimated result of the change in a corrected battery SOC demand value based on each forward driving segment with continuous gradients via a vehicle's battery SOC correction device. Specifically, in Fig. 5 a method for determining a total battery SOC requirement value for intelligent power control in various scenarios with continuous gradients by a battery SOC correction device of a vehicle according to the present disclosure.

[0081] For simplicity, scenarios 1, 2, and 3 refer to a vehicle traveling sequentially along the road segments ahead. Seg 0 can represent the current driving segment in each scenario, Seg 1 can represent the first forward driving segment in each scenario, and Seg 2 can represent the second forward driving segment in each scenario. For example, the first forward driving segment, Seg 1, in scenario 1 can correspond to the current driving segment, Seg 0, in scenario 2, and the second forward driving segment, Seg 2, in scenario 1 can correspond to the first forward driving segment, Seg 1, in scenario 2.

[0082] In Fig. 5 is (a) a plot that calculates a battery SOC demand value for a segment corresponding to the first forward driving segment, Seg 1, of each scenario. (b) is a plot that calculates a battery SOC demand value for a segment corresponding to the second forward driving segment, Seg 2, of each scenario. (c) is a plot that represents the battery charge / discharge SOC demand values ​​for all vehicle driving segments. Additionally, (d) is a plot that represents a corrected SOC battery demand value for the first forward driving segment required for intelligent power control. (e) is a plot that represents the total battery SOC demand value required for intelligent power control.The graph shows the final total sum of the battery charge / discharge SOC demand values ​​for intelligent power control, which is determined by adding a corrected battery SOC demand value of the first forward driving segment and a corrected battery SOC demand value of the second forward driving segment.

[0083] The following describes, for example, a correction procedure in which the SOC demand values ​​of the battery are compared between the individual segments when both the first forward driving segment and the second forward driving segment represent a long gradient, i.e., form a continuous gradient.

[0084] Scenario 1, for example, is a case where both the first forward driving segment (Seg 1) and the second forward driving segment (Seg 2), received from a vehicle peripheral device, are long inclines, and the battery state of charge (SOC) demand values ​​for each segment are expected to be 1% and 5%, respectively. If Scenario 2 proceeds entirely on a current driving segment (Seg 0) that corresponds to the first forward driving segment (Seg 1) of Scenario 1, a battery SOC value of 4%, secured upon entering the current driving segment, can be charged as the battery charging SOC demand value, calculated according to an intelligent power control device.

[0085] Since the required battery SOC (5%) for the first forward driving segment (Seg 1) of Scenario 1 is greater than the battery SOC value (4%) secured upon entering the current driving segment of Scenario 2, a corrected battery SOC requirement for the first forward driving segment (Seg 1) of Scenario 1 can be determined as an uncorrected value of 1%. Accordingly, the required battery SOC value of 1% for the current driving segment (Seg 0) of Scenario 2 can be secured, and 3% can also be secured for the expected battery SOC requirement of 5% for the first forward driving segment (Seg 1) of Scenario 1.Furthermore, the total sum of the battery SOC demand values ​​required for intelligent control can be calculated to be 6% by adding the corrected battery SOC demand value of 1% in the first forward driving segment Seg 1 of scenario 1 and the battery SOC demand value of 5% in the second forward driving segment Seg 2 of scenario 1.

[0086] Specifically, in Scenario 2, the secured battery SOC value at the start of the current driving segment (Seg 0) is 4%, while the required battery SOC value in the immediately preceding first forward driving segment is 1%. Therefore, a corrected battery SOC requirement can be calculated by subtracting a pre-secured battery margin from the expected battery SOC value of the first forward driving segment (Seg 1) of Scenario 2. Accordingly, the corrected battery SOC requirement can be obtained by subtracting the pre-secured battery SOC margin at the start of the current driving segment (Seg 0) of Scenario 2 from the 5% battery SOC requirement in the first forward driving segment (Seg 1) of Scenario 2. The battery SOC margin can be calculated to be 3%, which is obtained by subtracting the 1% battery SOC requirement in the immediately preceding first forward driving segment.The first forward driving segment, Seg 1 of Scenario 1, results in a battery SOC value of 4% upon entering the current driving segment, Seg 0 of Scenario 2. Accordingly, the corrected battery SOC requirement can be determined as 2%. The total battery SOC requirement for intelligent power management can be maintained at 6% by adding the battery SOC requirement of 4% in the second forward driving segment, Seg 2 of Scenario 2, and the battery SOC requirement of 2% in the first forward driving segment, Seg 1 of Scenario 2.

[0087] Conversely, if the expected battery SOC demand value, already secured upon entering the current driving segment (Seg 0) of Scenario 2, is not corrected, but instead the expected battery SOC demand value for the new first forward driving segment (Seg 1) of Scenario 2 is displayed unchanged, an error can occur in which the total expected battery SOC demand value continues to increase. In other words, since the battery SOC value of 3% in Scenario 1, which corresponds to the previous driving segment of Scenario 2, is already secured, an error can occur if the expected battery SOC demand value of 5% in the first forward driving segment (Seg 1) of Scenario 2 is taken into account in such a way that the final battery SOC demand value increases.

[0088] Therefore, if the expected battery SOC demand value of the first forward driving segment Seg 1 in Scenario 1, an immediately preceding segment, is fully secured and the expected battery SOC demand value of the second forward driving segment Seg 2 is already secured, an excessive error must be prevented by a correction operation of an expected battery SOC demand value in the first forward driving segment Seg 1 of Scenario 3.

[0089] If the vehicle is driven in such a way that it enters scenario 3 with a first forward driving segment and a second forward driving segment as continuous inclines, the expected values ​​for the battery's SOC requirement for the new first forward driving segment Seg 1 of scenario 3, which corresponds to the second forward driving segment Seg 2 of scenario 2, can be calculated to be 4% and 3%, respectively.

[0090] If the vehicle is driven entirely on the current driving segment Seg 0 of Scenario 2 and a 0% battery state (SOC) charge is assumed, the expected battery state requirement of 5%, required for the current driving segment Seg 0 of Scenario 3, may not be secured. In this case, it may be necessary to charge the entire expected battery state requirement of the first forward driving segment Seg 1 of Scenario 3. To avoid an error in the battery state value, if the expected battery state requirement of the first forward driving segment Seg 1 in Scenario 2 was not secured, Scenario 3 can also reflect the expected battery state requirement of the second forward driving segment Seg 2 of Scenario 2, i.e., the first forward driving segment Seg 1 of Scenario 3.

[0091] Specifically, a battery SOC value secured upon entering the current driving segment, Seg 0, of Scenario 3 is 4%, and a battery SOC value secured in the immediately preceding first forward segment is 5%. Since, in this case, the battery SOC demand value of the immediately preceding first forward segment is greater than the battery SOC value secured upon entering the current driving segment, Seg 0, of Scenario 3, an uncorrected value—that is, the battery SOC demand value of 4% in the current driving segment, Seg 0, of Scenario 3—can be determined as the corrected value. The total battery SOC demand values ​​for intelligent power control can be calculated to be 7% by adding the battery SOC demand value of 3% in the second forward driving segment, Seg 2, of Scenario 3, and the battery SOC demand value of 4% in the first forward driving segment, Seg 1, of Scenario 3.

[0092] Fig. Figure 6 is a view that represents a flowchart of an operating mechanism of a battery SOC correction device according to another embodiment of the present disclosure.

[0093] With reference to Fig. 6. A specific battery SOC correction method according to the present disclosure can determine whether a roadway ahead of a vehicle has a continuous incline and calculate a corrected battery SOC requirement value by comparing a battery SOC requirement value secured at the entrance to an immediately preceding driving section and an expected battery SOC requirement value in a forward driving section, depending on whether the roadway has continuous inclines or declines.

[0094] A method for operating a battery SOC correction device can be described with reference to Fig.6 can be described as follows. First, the battery SOC correction device can be initiated by receiving as inputs from a vehicle peripheral device (or devices) information about whether two or more segments to be driven in the future have a gradient, a distance traveled by each segment and a vehicle speed limit, and by receiving a vehicle weight (601) from a vehicle acceleration sensor and a drive torque sensor.

[0095] Next, using the equation for vehicle dynamics mentioned in Equation 1, an expected value for the gradient performance of the two or more segments can be calculated (603). The expected gradient performance value can be an expected required battery power value.

[0096] According to the above procedure, the expected gradient driving performance value and an expected fuel cell power generation power value are compared (605). If the expected gradient driving performance value is greater than a threshold, it can be determined that a forward driving segment is a long climb, and an expected battery discharge power value can be calculated (607). The expected battery discharge power value can be calculated by multiplying a battery efficiency by a value obtained by subtracting the expected fuel cell power generation power value from the expected gradient driving performance value.

[0097] On the other hand, in step 605 above, if the expected gradient driving power value is less than the expected fuel cell power generation power value, it is determined whether the expected gradient driving power value is a negative number (609). If the value is a negative number, it can be determined that the forward driving segment is a long descent, and an expected battery charging power value can be calculated (611). The expected battery charging power value can be a value obtained by dividing the expected gradient driving power value by a battery efficiency value. In step 609 above, if the expected gradient driving power value is less than the expected fuel cell power generation power value, an intelligent power control process for controlling fuel cell power generation cannot be performed but is terminated (627).

[0098] Next, the total expected battery charge / discharge SOC demand values ​​in a first forward driving segment Seg 1 and in a second forward driving segment Seg 2 can be calculated from the expected battery charge / discharge power values ​​obtained in steps 607 and 611 and then converted into battery SOC demand values ​​(613).

[0099] The total expected battery charge / discharge state (SOC) requirements for the forward driving segments can be calculated by multiplying the expected battery charge / discharge power values ​​by the expected driving time of the vehicle during the forward driving segments. The total expected battery charge / discharge state (SOC) requirements for the forward driving segments can then be divided by the total battery energy capacity to convert this into battery state (SOC) requirements.

[0100] Next, it can be determined whether the converted battery SOC demand values ​​for the two or more forward driving segments have the same sign (615). Depending on whether they have the same sign, it can be determined whether the forward driving segments are continuous inclines or continuous declines. If the battery SOC demand values ​​have opposite signs, a corrected battery SOC demand value for the first forward driving segment can be determined as an uncorrected value (621).

[0101] On the other hand, if the battery SOC demand values ​​of the two or more forward driving segments have the same sign, a battery SOC value secured at the entry into a current driving segment and a battery SOC demand value of the first forward driving segment immediately before the entry into the current driving segment can be compared (617).

[0102] First, if the battery SOC value secured upon entering the current driving segment is greater, the corrected battery SOC demand value of the first forward driving segment can be determined by subtracting a pre-secured battery SOC margin value from the battery SOC demand value of the first forward driving segment immediately preceding the current driving segment (619). The pre-secured battery SOC margin value can be a value obtained by subtracting the battery SOC demand value of the immediately preceding first forward driving segment from the battery SOC value secured upon entering the current driving segment.

[0103] On the other hand, if the battery's SOC requirement value in the first forward driving segment immediately before entering the current driving segment is greater than the battery's SOC value secured at the entry into the current driving segment, the corrected battery SOC requirement value of the first forward driving segment can be determined as the uncorrected value (621).

[0104] A final total sum of the battery charge / discharge SOC requirements for intelligent power control can be determined by adding the corrected SOC requirement of the battery for the first forward driving segment and the corrected SOC requirement of the battery for the second forward driving segment, calculated in steps 619 and 621 (623).

[0105] For the battery charge / discharge SOC requirement value determined in step S623, it is possible to perform intelligent power control to secure in advance an expected SOC value of the battery required for a forward driving segment (625).

[0106] In other words, if road information is obtained for each of two or more segments of a road ahead of the vehicle, then, applying the present disclosure, an expected battery state of charge (SOC) requirement can be calculated based on whether the first forward driving segment of a road and the second forward driving segment of a road are long uphill or downhill sections. This expected battery SOC requirement can then be converted into a required battery charging / discharging power value for a given driving segment. In this way, the power generation output of the fuel cell can be controlled, and the battery SOC requirement can be sufficiently ensured or achieved so that the vehicle can travel over each section of the road to reach its destination.Furthermore, if a battery SOC demand value and a corrected value are calculated for each forward driving segment by determining whether two or more forward driving segments have continuous gradients, a battery SOC demand value is expected to be predicted without error accumulation.

[0107] Although the processes described above in this disclosure are presented as a series of operations for the sake of clarity, the order in which the steps are carried out is not restricted. The steps described above can be performed simultaneously or in different sequences, as required. To carry out the process according to this disclosure, the described steps may also include other or further steps, they may include steps remaining except for some of the steps, or they may include other additional steps except for some of the steps.

[0108] The various embodiments of this disclosure do not constitute a list of all possible combinations, but are intended to describe representative aspects of this disclosure. The aspects or features described in the various embodiments can be applied independently of one another or in combination with two or more.

[0109] Furthermore, various embodiments of the present disclosure can be implemented in hardware, firmware, software, or a combination thereof. In the case of hardware implementation of the present disclosure, it can be implemented using application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, and the like.

[0110] The scope of the disclosure includes software or machine-executable instructions (e.g., an operating system, an application, firmware, a program, etc.) that enable operations to be carried out on a device or computer according to various methods of different embodiments. Furthermore, a non-volatile, computer-readable medium includes such software or instructions stored thereon that are executable on the device or computer.

Claims

[1] Method for correcting a vehicle's battery state of charge (SOC), the method comprising: Dividing a section of a roadway in front of the vehicle into at least two or more segments; Obtaining lane information for each segment of the at least two or more lane segments; Determining an expected battery state of charge (SOC) requirement for each segment based on the received road information; and Determine whether the expected battery SOC demand value of each segment needs to be corrected based on whether the at least two or more segments have continuous slopes, and based on that, perform a correction of the expected battery SOC demand value. [2] Method according to claim 1, wherein the at least two or more segments of the roadway comprise a current driving segment and a forward driving segment, and wherein determining the expected battery SOC demand value comprises: Dividing the forward driving segment into a first forward driving segment and a second forward driving segment; Calculating the expected battery SOC requirement value for the first forward driving segment and the second forward driving segment. [3] Method according to claim 2, further comprising: Determining the expected state of charge (SOC) requirement by multiplying an expected battery charge / discharge power value and an expected future driving time; and Determining a required battery SOC demand value by dividing the expected battery SOC demand value by a total battery energy value. [4] The method of claim 3, further comprising: Determine whether the first forward driving segment and the second forward driving segment have continuous gradients, based on whether the required battery SOC demand value of the first forward driving segment and the second forward driving segment has the same sign. [5] The method of claim 4, further comprising: Compare, based on the first forward driving segment and the second forward driving segment with continuous gradients, a battery SOC demand value secured in an immediately preceding driving segment with the expected battery SOC demand value of the first forward driving segment. [6] The method of claim 5, further comprising: Determining a corrected battery SOC demand value based on a battery SOC demand value secured upon entering the current driving segment that is greater than the expected battery SOC demand value of the immediately preceding driving segment, by subtracting a battery margin secured in the immediately preceding driving segment from the battery SOC demand value of the first forward driving segment. [7] Method according to claim 6, further comprising: Determining an overall battery charge / discharge state of charge (SOC) value for controlling fuel cell power generation by adding the expected battery SOC demand value of the first forward driving segment and the expected battery SOC demand value of the second forward driving segment. [8] Method according to claim 2, further comprising: Determine, based on the first forward driving segment and the second forward driving segment, which are long climbs, that the expected battery SOC demand value is an expected battery discharge power value; and Calculating the expected battery discharge power value by multiplying a battery efficiency value and a value obtained by subtracting an expected fuel cell power generation value from an expected gradient driving power value while driving. [9] The method of claim 2, further comprising: Determine, based on the fact that the first forward driving segment and the second forward driving segment are long descents, that the expected battery SOC demand value is an expected battery charging power value; and Determining the expected battery charging power value by dividing an expected gradient driving power value by a battery efficiency value. [10] The method of claim 4, further comprising: Based on the first forward driving segment and the second forward driving segment, which does not have continuous gradients, preventing the correction of the expected battery SOC demand value. [11] Device for correcting a vehicle's battery state of charge (SOC) by controlling a battery SOC demand value based on road information, the device comprising: a memory that is set up to store at least one command; a processor configured to execute at least one instruction stored in memory and configured to divide a lane segment of a roadway in front of the vehicle into at least two or more segments; and a peripheral device that is set up to receive lane information for each segment of at least two or more segments, the processor is further configured, to determine an expected battery state of charge (SOC) requirement value based on the road information for each segment, input from the peripheral device; and to determine whether the expected battery SOC demand value of each segment needs to be corrected, based on whether the at least two or more segments have continuous slopes, and based on that, to perform a correction of the expected battery SOC demand value. [12] Device according to claim 11, wherein the at least two or more segments comprise a power drive segment and a forward drive segment, and wherein the processor is further configured to determine the expected battery SOC demand value: to divide the forward driving segment into a first forward driving segment and a second forward driving segment; and to calculate the expected battery SOC requirement value of the first forward driving segment and the second forward driving segment based on the road information received. [13] Device according to claim 12, wherein the processor is further configured as follows: to determine the expected SOC requirement value by multiplying an expected battery charge / discharge power value and an expected future driving time; and To determine a required battery SOC demand value, divide the expected battery SOC demand value by the total energy value of the battery. [14] Device according to claim 13, wherein the processor is further configured to determine whether the first forward driving segment and the second forward driving segment have continuous gradients, based on whether the required battery SOC demand value of the first forward driving segment and the second forward driving segment has the same sign. [15] Device according to claim 14, wherein the processor is further configured to compare, on the basis of the first forward driving segment and the second forward driving segment, which have continuous gradients, a battery SOC demand value secured in an immediately preceding driving segment with the expected battery SOC demand value of the first forward driving segment upon entry into the first forward driving segment. [16] Device according to claim 15, wherein the processor is further configured to determine a corrected battery SOC requirement value based on the battery SOC requirement value secured upon entry into the current driving segment and which is greater than the expected battery SOC requirement value of the immediately preceding driving segment, by subtracting a battery span secured in the immediately preceding driving segment from a battery SOC requirement value of the first forward driving segment. [17] Device according to claim 16, wherein the processor is further configured to determine an overall battery charge / discharge SOC value for controlling fuel cell power generation by adding the expected battery SOC demand value of the first forward driving segment and the expected battery SOC demand value of the second forward driving segment. [18] Device according to claim 12, wherein the processor is further configured, Based on the first forward driving segment and the second forward driving segment, which are long inclines, to determine that the expected battery SOC demand value is an expected battery discharge power value; and to calculate the expected battery discharge power value by multiplying a battery efficiency value and a value resulting from subtracting an expected fuel cell power generation value from an expected gradient driving power value during driving. [19] Device according to claim 12, wherein the processor is further configured as follows: Based on the first forward driving segment and the second forward driving segment, which are long descents, to determine that the expected battery SOC demand value is an expected battery charging power value; and to obtain the expected battery charging power value by dividing an expected gradient driving power value by a battery efficiency value. [20] Device according to claim 14, wherein the processor is further configured to prevent the correction of the expected battery SOC demand value based on the first forward driving segment and the second forward driving segment which do not have continuous gradients.

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