Battery system for transportation means and method for controlling battery system for transportation means

Abstract

The present invention relates to a battery system for a transportation means, and the battery system comprises a secondary battery and a battery management device, wherein: the secondary battery includes a positive electrode including a positive electrode active material, a negative electrode including a negative electrode active material, a separator, and an electrolyte, and the negative electrode active material includes a silicon-based active material and a carbon-based active material; and the battery management device comprises a diagnosis unit and a control unit, the diagnosis unit diagnoses a normal operation situation or an abnormal operation situation of the transportation means, and the control unit controls the battery system to charge and discharge the secondary battery in a first operation mode when the diagnosis unit diagnoses the normal operation situation, and to charge and discharge the secondary battery in a second operation mode when the diagnosis unit diagnoses the abnormal operation situation. The battery system for a transportation means according to the present invention, while having excellent lifespan performance, is capable of exhibiting high output for an extended period of time at diagnosis of an abnormal operation situation, thereby enabling stable stopping or easy emergency landing of the transportation means.

Description

Battery system for a mobile device and control method of battery system for a mobile device The present invention relates to a battery system for a mobile means and a control method for a battery system for a mobile means. Recently, as the application areas of secondary batteries have rapidly expanded to include not only power supply for electronic devices such as electric, electronic, communication, and computers, but also power storage for large-area devices such as power storage devices, automobiles, and air vehicles, the demand for high-capacity, high-output, and high-stability secondary batteries is increasing. In particular, means of transportation such as automobiles, trains, and airplanes must move along a set route, and the operating conditions of the battery system may need to be adjusted according to various situations. For example, in the case of an abnormal situation in an automobile or train requiring sudden braking, an abnormal operation situation in an air transportation means, an aircraft defect, etc., and an emergency landing is considered, the battery system is required to generate a high capacity while simultaneously generating high output so that the braking distance or the driving distance for an emergency landing can be secured. Meanwhile, it is also essential to satisfy the demand for improved life performance for general normal operating situations, such as periodic flights of air transportation means. Meanwhile, lithium secondary batteries using lithium ions as a medium are being considered as secondary batteries. In general, lithium secondary batteries are composed of a cathode containing a cathode active material, an anode containing an anode active material, an electrolyte that serves as a medium for transferring lithium ions, and a separator. At this time, carbon-based active materials, silicon-based active materials, etc. can be used as the anode active material. In addition, lithium transition metal oxides such as lithium cobalt oxide (LiCoO2), lithium nickel oxide (LiNiO2), and lithium nickel-cobalt-manganese composite transition metal oxide can be used as the cathode active material. At this time, when applying a battery system to means of transportation such as automobiles, trains, and aviation, the above-mentioned high output, high energy density, and excellent life performance are required. In particular, in the case of sudden braking of automobiles and trains, or emergency landing of aviation, it is required to exert high output for a long period of time for stable stopping or landing. In this regard, carbon-based active materials are mainly considered as negative active materials in terms of high life performance, but they have difficulty in exerting the output required for stopping or emergency landing. Meanwhile, a method of applying a silicon-based active material having a higher capacity than a carbon-based active material can be considered, but silicon-based active materials have problems in that they do not satisfy the above-mentioned requirements in terms of life performance, such as severe volume expansion and shrinkage due to lithium insertion / de-insertion, breakage of the SEI film, and aggravation of electrolyte side reactions. Accordingly, there is an urgent need to develop a battery system that can provide high output and high energy for a long period of time and has excellent life performance when stopping or making an emergency landing due to an abnormal situation of a vehicle. One object of the present invention is to provide a battery system for a means of transportation capable of exerting high output and high energy for a long period of time when the means of transportation stops or makes an emergency landing due to an abnormal situation. Another object of the present invention relates to a control method for a battery system for a means of transportation capable of exerting high output and high energy for a long period of time when the means of transportation stops or makes an emergency landing due to an abnormal situation. [1] The present invention relates to a battery system for a vehicle, wherein the battery system comprises a secondary battery and a battery management device, wherein the secondary battery comprises a positive electrode including a positive electrode active material, a negative electrode including a negative electrode active material, a separator, and an electrolyte, wherein the negative electrode active material comprises a silicon-based active material and a carbon-based active material, and wherein the battery management device comprises a diagnostic unit and a control unit, wherein the diagnostic unit diagnoses a normal operating situation or an abnormal operating situation of the vehicle, and wherein the control unit controls the battery system to charge and discharge the secondary battery in a first operating mode when the diagnostic unit diagnoses a normal operating situation, and to charge and discharge the secondary battery in a second operating mode when the diagnostic unit diagnoses an abnormal operating situation, and wherein the first operating mode controls the secondary battery to operate in a first operating voltage range V. 1a Inland V 1b Control the battery system to charge and discharge more than one cycle in the first driving voltage range, and the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b is a value determined from the range below, and the second driving mode is the second driving voltage range V of the secondary battery. 2a Inland V 2b Control the battery system to charge and discharge more than one cycle in the second driving voltage range, and the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a Provides a battery system for mobile devices with a value determined below 2.8V. [2] In the present invention, in the above [1], the silicon-based active material is silicon (Si), silicon oxide (SiO). x , 0 <x<2), 실리콘-탄소 복합체 및 실리콘-금속 합금으로 이루어진 군에서 선택된 적어도 1종의 실리콘계 코어 입자를 포함하는 이동 수단용 배터리 시스템을 제공한다. [3] The present invention provides a battery system for a mobile means, wherein the silicon-based core particles are made of a silicon-carbon composite, in at least one of the above [1] to [2]. [4] The present invention provides a battery system for a mobile means, wherein in at least one of the above [1] to [3], the silicon-based active material further includes a carbon coating layer positioned on the silicon-based core particle. [5] The present invention provides a battery system for a means of transportation, wherein in one or more of the above [1] to [4], the carbon-based active material includes at least one selected from the group consisting of graphite, hard carbon, soft carbon, carbon black, graphene, and fibrous carbon. [6] The present invention provides a battery system for a mobile means, wherein the weight ratio of the silicon-based active material and the carbon-based active material is 1:99 to 40:60 in at least one of the above [1] to [5]. [7] The present invention provides a battery system for a mobile means, wherein the cathode active material comprises a lithium nickel-based oxide in at least one of the above [1] to [6]. [8] The present invention provides a battery system for a mobile means, wherein in at least one of the above [1] to [7], the lithium nickel-based oxide is a compound represented by the following chemical formula 1. [Chemical Formula 1] Li a1 Ni b1 Co c1 M 1 d1 M 2 e1 O2 In the above chemical formula 1, M 1 is Mn, Al or a combination of these, and M 2is at least one selected from the group consisting of Zr, W, Y, Ba, Ca, Ti, Mg, Ta, and Nb, and a1, b1, c1, d1, and e1 are atomic fractions of independent elements, respectively, 0.8 ≤ a1 ≤ 1.3, 0.8 ≤ b1 < 1, 0 < c1 < 0.2, 0 < d1 < 0.2, 0 ≤ e1 ≤ 0.1, and b1+c1+d1+e1=1. [9] The present invention provides a battery system for a mobile means, wherein in one or more of the above [1] to [8], the lithium nickel-based oxide is in the form of at least one of a single particle consisting of one nodule and a quasi-single particle which is a composite of 30 or fewer nodules.

[0010] The present invention relates to at least one of the above [1] to [9], wherein the V 1a Provides a battery system for a mobile device with a set value between 2.8 V and 3.0 V.

[0011] The present invention relates to at least one of the above [1] to

[0010] , wherein the V 2a Provides a battery system for mobile devices with a set value between 2.4 V and 2.7 V.

[0012] The present invention relates to at least one of the above [1] to

[0011] , wherein the V 1a The above V 2a Provides a battery system for a mobile device with a ratio of 0.9 or less.

[0013] In addition, the present invention is a method for controlling a battery system for a means of transportation, comprising the steps of: providing a battery system including a secondary battery, and a battery management device including a diagnosis unit and a control unit; diagnosing a normal operating situation or an abnormal operating situation of the means of transportation in the diagnosis unit; and charging and discharging the secondary battery in a first driving mode through the control unit when the diagnosis unit diagnoses a normal operating situation, and charging and discharging the secondary battery in a second driving mode through the control unit when the diagnosis unit diagnoses an abnormal operating situation; wherein the secondary battery includes a positive electrode including a positive electrode active material, a negative electrode including a negative electrode active material, a separator, and an electrolyte, and the negative electrode active material includes a silicon-based active material and a carbon-based active material, and the first driving mode is configured to operate the secondary battery in a first driving voltage range V. 1a Inland V 1b Control the battery system to charge and discharge more than one cycle in the first driving voltage range, and the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b is a value determined from the range below, and the second driving mode is the second driving voltage range V of the secondary battery. 2a Inland V 2b Control the battery system to charge and discharge more than one cycle in the second driving voltage range, and the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a Provides a method for controlling a battery system for a mobile device, the value of which is determined to be less than 2.8 V. According to the present invention, a battery system for a means of transportation including a secondary battery and a battery management device and a control method thereof are provided. The battery management device includes a diagnostic unit capable of diagnosing a normal operation state or an abnormal operation state of a means of transportation such as an automobile, a train, or an air transport means, and a control unit capable of adjusting a charge / discharge range of the secondary battery according to the diagnosis of the diagnostic unit. The secondary battery includes a positive electrode including a positive electrode active material and a negative electrode including a silicon-based active material and a carbon-based active material as negative electrode active materials. The battery system for a means of transportation according to the present invention charges and discharges the secondary battery by setting the lower limit of the driving voltage range to a value of 2.8 V or higher through the diagnosis of the diagnostic unit and the first driving mode of the control unit in the case of a normal operation state of the means of transportation, and sets the lower limit of the driving voltage range to a value of less than 2.8 V through the diagnosis of the diagnostic unit and the second driving mode of the control unit in the case of an abnormal operation state of the means of transportation, a situation requiring a sudden stop, or an emergency situation requiring an emergency landing. The battery system for a means of transportation according to the present invention can increase the high output maintenance time during discharge in the second driving mode by including a silicon-based active material and a carbon-based active material, thereby enabling stable sudden stops, emergency landings, etc. The terms or words used in this specification and claims should not be interpreted as limited to their usual or dictionary meanings, but should be interpreted as having meanings and concepts that conform to the technical idea of ​​the present invention, based on the principle that the inventor can appropriately define the concept of the term in order to explain his or her own invention in the best manner. It should be understood that the terms “comprise,” “include,” or “have,” as used herein, are intended to specify the presence of a feature, number, step, component, or combination thereof, but do not exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, components, or combinations thereof. In the present invention, a "single particle" is a particle composed of one single nodule. In the present invention, a "quasi-single particle" means a composite particle formed of 30 or fewer nodules. In the present invention, "nodule" means a particle unit body constituting a single particle and a quasi-single particle, and the nodule may be a single crystal lacking a crystalline grain boundary, or a polycrystal in which no grain boundary exists in appearance when observed with a scanning electron microscope (SEM) at a magnification of 5,000 to 20,000 times. The average particle diameter of the nodule may be measured as the arithmetic mean of the particle diameters of each nodule measured using a scanning electron microscope (SEM). In the present invention, "secondary particle" means a particle formed by agglomeration of tens to hundreds of primary particles. More specifically, the secondary particle is an agglomerate of 40 or more primary particles. Hereinafter, the present invention will be described in more detail. Battery systems for transportation vehicles The present invention relates to a battery system for a means of transportation. The means of transportation may refer to an automobile, a train, and / or an air transport means. Specifically, the present invention may relate to a battery system for an air transport means. More specifically, the present invention may relate to a battery system for an urban air mobility (UAM). The battery system for a means of transportation according to the present invention is not only suitable for repeated performance of movement (e.g., takeoff, flight, and landing) along a set route, but also can exhibit high output and high energy in abnormal situations requiring sudden stops, emergency landings, etc., thereby contributing to improving the safety of an air transport means. Specifically, the battery system includes a secondary battery and a battery management device, the secondary battery includes a positive electrode including a positive electrode active material, a negative electrode including a negative electrode active material, a separator, and an electrolyte, the negative electrode active material includes a silicon-based active material and a carbon-based active material, the battery management device includes a diagnostic unit and a control unit, the diagnostic unit diagnoses a normal operating situation or an abnormal operating situation of the means of transportation, the control unit controls the battery system to charge and discharge the secondary battery in a first operating mode when the diagnostic unit diagnoses a normal operating situation, and to charge and discharge the secondary battery in a second operating mode when the diagnostic unit diagnoses an abnormal operating situation, and the first operating mode controls the secondary battery to operate in a first operating voltage range V. 1a Inland V 1b Control the battery system to charge and discharge more than one cycle in the first driving voltage range, and the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b is a value determined from the range below, and the second driving mode is the second driving voltage range V of the secondary battery. 2a Inland V 2bControl the battery system to charge and discharge more than one cycle in the second driving voltage range, and the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a Provides a battery system for mobile devices with a value determined below 2.8V. According to the present invention, a battery system for a vehicle including a secondary battery and a battery management device and a control method thereof are provided. The battery management device includes a diagnostic unit capable of diagnosing a normal operation state or an abnormal operation state of the vehicle, and a control unit capable of adjusting a charge / discharge range of the secondary battery according to the diagnosis of the diagnostic unit. The secondary battery includes a positive electrode including a positive electrode active material and a negative electrode including a silicon-based active material and a carbon-based active material as negative electrode active materials. The battery system for a vehicle according to the present invention charges and discharges the secondary battery by setting the lower limit of the driving voltage range to a value of 2.8 V or higher through the diagnosis of the diagnostic unit and the first driving mode of the control unit in the case of a normal operation state of the vehicle, and sets the lower limit of the driving voltage range to a value of less than 2.8 V through the diagnosis of the diagnostic unit and the second driving mode of the control unit in the case of an abnormal operation state of the vehicle, a situation requiring a sudden stop, or an emergency situation requiring an emergency landing. The battery system for a means of transportation according to the present invention can increase the high output maintenance time during discharge in the second driving mode by including a silicon-based active material and a carbon-based active material, thereby enabling stable sudden stops, emergency landings, etc. (1) Secondary battery The battery system according to the present invention includes a secondary battery. The secondary battery may specifically be a lithium secondary battery. The secondary battery includes a positive electrode, a negative electrode, a separator, and an electrolyte. More specifically, the secondary battery may include a positive electrode, a negative electrode opposite the positive electrode, a separator interposed between the positive electrode and the negative electrode, and an electrolyte. The lithium secondary battery may be manufactured by housing an electrode assembly including the positive electrode; a negative electrode opposite the positive electrode; and a separator interposed between the positive electrode and the negative electrode in a battery case, and then injecting an electrolyte. 1) Bipolar The above positive electrode contains a positive electrode active material. The above cathode active material is a compound capable of reversible intercalation and deintercalation, and is not particularly limited as long as it is a cathode active material used in the relevant field. Specifically, the above cathode active material is a layered compound such as lithium cobalt oxide (LiCoO2), lithium nickel oxide (LiNiO2), or a compound substituted with one or more transition metals; lithium iron oxide such as LiFe3O4; lithium iron phosphate such as LiFePO4; and a chemical formula Li 1+c1 Mn 2-c1 Lithium manganese oxides such as O4(0≤c1≤0.33), LiMnO3, LiMn2O3, LiMnO2; lithium copper oxide (Li2CuO2); vanadium oxides such as LiV3O8, V2O5, Cu2V2O7; chemical formula LiNi 1-c2 M c2 Ni-site type lithium nickel oxide represented by O2 (wherein, M is at least one selected from the group consisting of Co, Mn, Al, Cu, Fe, Mg, B, and Ga, and satisfies 0.01≤c2≤0.3); chemical formula LiMn 2-c3 M c3O2 (wherein, M is at least one selected from the group consisting of Co, Ni, Fe, Cr, Zn, and Ta, and satisfies 0.01≤c3≤0.1) or Li2Mn3MO8 (wherein, M is at least one selected from the group consisting of Fe, Co, Ni, Cu, and Zn); but the present invention is not limited thereto. The positive electrode may be a Li-metal positive electrode. Specifically, the positive electrode active material may include a lithium nickel-based oxide. More specifically, the lithium nickel-based oxide may include a compound represented by the following chemical formula 1. [Chemical Formula 1] Li a1 Ni b1 Co c1 M 1 d1 M 2 e1 O2 In the above chemical formula 1, M 1 is Mn, Al or a combination of these, and M 2 is at least one selected from the group consisting of Zr, W, Y, Ba, Ca, Ti, Mg, Ta, and Nb, and a1, b1, c1, d1, and e1 are atomic fractions of independent elements, respectively, 0.8 ≤ a1 ≤ 1.3, 0.8 ≤ b1 < 1, 0 < c1 < 0.2, 0 < d1 < 0.2, 0 ≤ e1 ≤ 0.1, and b1+c1+d1+e1=1. Above M 1 may be Mn, Al or a combination thereof, preferably Mn or Mn and Al. Above M 2is at least one selected from the group consisting of Zr, W, Y, Ba, Ca, Ti, Mg, Ta and Nb, preferably at least one selected from the group consisting of Zr, Y, Mg and Ti, and more preferably Zr, Y or a combination thereof. M 2 Elements are not essential, but when included in appropriate amounts, they can promote grain growth during sintering or play a role in improving crystal structure stability. The above a1 represents the molar ratio of lithium in the lithium transition metal oxide, and may be 0.8≤a1≤1.3, 0.9≤a1≤1.3, or 1.0≤a1≤1.2. When the molar ratio of lithium satisfies the above range, the crystal structure of the lithium transition metal oxide can be stably formed. The above b1 represents the molar ratio of nickel among the total metals excluding lithium in the lithium transition metal oxide, and may be 0.8≤b1<1, 0.82≤b1<1, 0.83≤b1<1, or 0.85≤b1<1. When the molar ratio of nickel satisfies the above range, high energy density is exhibited, enabling high capacity implementation. The above c1 represents the molar ratio of cobalt among all metals excluding lithium in the lithium transition metal oxide, and is 0. <c1<0.2, 0<c1<0.18, 또는 0.01≤c1≤0.17일 수 있다. 코발트의 몰비가 상기 범위를 만족할 때, 양호한 저항 특성 및 출력 특성을 구현할 수 있다. The above d1 is M among all metals except lithium in the lithium transition metal oxide. 1 It represents the molar ratio of elements, 0 <d1<0.2, 0<d1<0.18, 또는 0.01≤d1≤0.17일 수 있다. M 1 When the molar ratio of the elements satisfies the above range, the structural stability of the positive electrode active material is excellent. The above e1 is M among all metals except lithium in the lithium transition metal oxide. 2It represents the molar ratio of elements, and can be 0≤e1≤0.1, or 0≤e1≤0.05. The lithium nickel-based oxide may be in the form of at least one of a single particle consisting of one nodule and a quasi-single particle which is a composite of 30 or fewer nodules; a secondary particle; or a mixture thereof. Specifically, the lithium nickel-based oxide may be in at least one of the form of a single particle composed of one nodule and a pseudo-single particle which is a composite of 30 or fewer nodules. In this case, since particle breakage can be prevented during the rolling process in the manufacture of the positive electrode or during charge / discharge of the positive electrode, problems such as gas generation due to electrolyte side reactions, deterioration of the active material, and reduction in life performance can be prevented. In addition, such a lithium nickel-based oxide in the form of a single particle or pseudo-single particle has the advantage that a reaction can occur quickly on all surfaces of the particles, and is therefore more advantageous for a battery system requiring high-output driving. When the lithium nickel-based oxide is in the form of at least one of the single particles and quasi-single particles described above, the average particle diameter D of the lithium nickel-based oxide 50 The average particle size of the positive electrode active material may be 10 μm or less, 8 μm or less, 7 μm or less, or 5 μm or less, for example, 0.5 μm to 10 μm, preferably 1 μm to 8 μm, more preferably 2 μm to 7 μm, and even more preferably 3 μm to 5 μm. The average particle size D of the positive electrode active material 50 When the above range is satisfied, the increase in resistance can be minimized. Specifically, lithium nickel-based oxides in the form of single particles and / or pseudo-single particles can have fewer interfaces between primary particles that serve as diffusion paths for lithium ions within the particles, so that the D of lithium nickel-based oxides within the above range 50 By controlling the lithium ion diffusion distance inside the particle, the resistance increase can be suppressed and the output performance can be improved by minimizing it. The above positive electrode may include a positive electrode current collector and a positive electrode active material layer disposed on at least one surface of the positive electrode current collector. In this case, the positive electrode active material may be included in the positive electrode active material layer. The positive electrode current collector is not particularly limited as long as it has high conductivity without causing chemical changes in the battery. Specifically, the positive electrode current collector may include at least one selected from the group consisting of copper, stainless steel, aluminum, nickel, titanium, calcined carbon, and an aluminum-cadmium alloy, preferably aluminum. The thickness of the above positive electrode collector can typically have a thickness of 3 to 500 μm. The above-mentioned positive electrode current collector may form fine irregularities on the surface to strengthen the bonding strength of the positive electrode active material. For example, the above-mentioned positive electrode current collector may be used in various forms such as a film, a sheet, a foil, a net, a porous body, a foam, a non-woven fabric, etc. The positive electrode active material layer may be disposed on at least one surface of the positive electrode current collector. Specifically, the positive electrode active material layer may be disposed on one surface or both surfaces of the positive electrode current collector. The above-mentioned positive electrode active material layer may include the above-mentioned positive electrode active material. The above-mentioned positive electrode active material may be included in the positive electrode active material layer at 80 wt% to 99 wt%, specifically 90 wt% to 98 wt%. The above-described positive electrode active material layer may optionally further include a binder and / or a conductive material together with the above-described positive electrode active material. The above binder is a component that assists in the binding of the active material and the conductive material and the binding to the current collector, and specifically, may include at least one selected from the group consisting of polyvinylidene fluoride, polyvinyl alcohol, carboxymethyl cellulose (CMC), starch, hydroxypropyl cellulose, regenerated cellulose, polyvinyl pyrrolidone, polytetrafluoroethylene, polyethylene, polypropylene, ethylene-propylene-diene terpolymer (EPDM), sulfonated EPDM, styrene-butadiene rubber, and fluororubber, preferably polyvinylidene fluoride. The above binder may be included in the positive electrode active material layer at 1 to 20 wt%, preferably 1.2 to 10 wt%, in order to sufficiently secure binding force between components such as the positive electrode active material. The conductive material may be used to assist and improve conductivity in a secondary battery, and is not particularly limited as long as it has conductivity without causing a chemical change. Specifically, the positive electrode conductive material may include at least one selected from the group consisting of graphite such as natural graphite or artificial graphite; carbon black such as carbon black, acetylene black, Ketjen black, channel black, paneth black, lamp black, thermal black, etc.; conductive fibers such as carbon fibers or metal fibers; conductive tubes such as carbon nanotubes; fluorocarbons; metal powders such as aluminum or nickel powder; conductive whiskers such as zinc oxide or potassium titanate; conductive metal oxides such as titanium oxide; and polyphenylene derivatives, and preferably, the positive electrode conductive material may include carbon nanotubes in terms of improving conductivity. The above-mentioned conductive material may be included in the positive electrode active material layer at 1 wt% to 20 wt%, preferably 1.2 wt% to 10 wt%, in order to sufficiently secure electrical conductivity. The thickness of the above positive electrode active material layer may be 5 µm to 500 µm, preferably 20 µm to 200 µm. The above positive electrode can be manufactured by coating a positive electrode slurry including a positive electrode active material and optionally a binder, a conductive material, and a solvent for forming a positive electrode slurry (e.g., NMP) on the positive electrode current collector, and then drying and rolling. 2) Cathode The above cathode can be opposed to the above anode. The above negative electrode includes a negative electrode active material. The above negative active material includes a silicon-based active material and a carbon-based active material. In addition, the silicon-based active material has a larger irreversible capacity than the carbon-based active material, and the negative electrode potential rises first at the end of discharge, so that the lower potential of the positive electrode is not used, and the low potential unused section of the positive electrode increases. The battery system according to the present invention includes a silicon-based active material in the negative electrode active material, so that the silicon-based active material with a large irreversible capacity increases the lower voltage limit (V) in the second driving mode. 2a ), it is possible to exert high output without following the lower potential of the positive electrode. Therefore, according to the present invention, when an abnormal operation situation of a means of transportation requiring a sudden stop, an emergency landing, etc. occurs, high output can be maintained for a long time at the lower end of the remaining capacity SOC of the negative electrode through the above-described characteristics. If only a carbon-based active material is used as the negative electrode active material, the potential of the negative electrode does not rise until the lower potential of the positive electrode is used at the discharge end of the carbon-based active material with low irreversible capacity, so that the voltage of the positive electrode changes rapidly and the entire voltage range of the section with very high resistance is used, which has a detrimental effect on the use of high output. Meanwhile, since silicon-based active materials may have a detrimental effect on life performance, such as volume expansion during charge and discharge, the negative active material according to the present invention uses a carbon-based active material showing excellent life performance together with a silicon-based active material. That is, the battery system according to the present invention controls the voltage range in each driving mode so that the stable battery system driving ability of the carbon-based active material is mainly exhibited in a cruising situation (first driving mode) of a means of transportation, and the high-output effect of the silicon-based active material is exhibited in an emergency situation (second driving mode). The above silicon-based active material is silicon (Si), silicon oxide (SiO x , 0 <x<2), 실리콘-탄소 복합체(silicon-carbon composite) 및 실리콘-금속 합금(Si-metal alloy)으로 이루어진 군에서 선택된 적어도 1종의 실리콘계 코어 입자를 포함할 수 있다. 보다 구체적으로, 상기 실리콘계 코어 입자는 실리콘-탄소 복합체로 이루어질 수 있으며, 이 경우 높은 이론 용량 발휘, 고에너지 밀도 측면에서 바람직하며, 후술하는 배터리 관리 장치의 진단 및 제어에 의해 비상 상황 시 고출력 및 고에너지 발휘 효과가 향상될 수 있다. The above silicon-based active material may further include a metal doped into the silicon-based core particles. The metal may be introduced to reduce the irreversibility of the silicon-based core particles and improve efficiency. The metal may include at least one metal selected from the group consisting of Li, Mg, Ca, and Al. Specifically, in terms of being able to achieve excellent levels of volume expansion control, damage prevention, and initial efficiency improvement effects of the silicon-based active material, the metal may include at least one metal selected from the group consisting of Li and Mg, more specifically, Mg. The weight of the metal may be included in the silicon-based active material in an amount of 1 wt% to 30 wt%, specifically, 5 wt% to 20 wt%, but is not particularly limited thereto. The above silicon-based active material may further include a carbon coating layer disposed on the surface. The carbon coating layer may function as a protective layer that suppresses volume expansion of the silicon-based active material and prevents side reactions with the electrolyte. The carbon coating layer may be disposed, for example, on the silicon-based core particle. The carbon coating layer may be included in the silicon-based active material in an amount of 0.1 wt% to 10 wt%, preferably 3 wt% to 7 wt%. The above carbon coating layer may be an amorphous carbon coating layer. Specifically, the carbon coating layer may be formed by a chemical vapor deposition (CVD) method using at least one hydrocarbon gas selected from the group consisting of methane, ethane, and acetylene. The average particle diameter (D) of the above silicon-based active material 50 ) may be 0.1 ㎛ to 15 ㎛, more preferably 0.1 ㎛ to 10 ㎛, in order to ensure structural stability of the active material during charging and discharging, prevent the problem of the level of volume expansion / contraction increasing due to excessively large particle size, and prevent the problem of initial efficiency decreasing due to excessively low particle size. The above carbon-based active material may include at least one selected from the group consisting of graphite, hard carbon, soft carbon, carbon black, graphene, and fibrous carbon, and may specifically include graphite. The graphite may be artificial graphite, natural graphite, or a mixture thereof. The average particle diameter (D) of the above carbon-based active material 50 ) may be 10 ㎛ to 30 ㎛, preferably 15 ㎛ to 25 ㎛, in order to ensure structural stability during charging and discharging and reduce side reactions with the electrolyte. The weight ratio of the silicon-based active material and the carbon-based active material may be 1:99 to 40:60, specifically 1:99 to 20:80, more specifically 3:97 to 15:85, and more specifically 8:92 to 15:85. When within the above range, it is possible to secure the capacity required for normal operation of the air transport vehicle and improve its lifespan performance, while at the same time achieving high output and high energy output in an emergency situation, which is preferable. The above negative electrode may include a negative electrode current collector; and a negative electrode active material layer disposed on at least one surface of the negative electrode current collector. In this case, the negative electrode active material may be included in the negative electrode active material layer. The above negative electrode current collector is not particularly limited as long as it has high conductivity without causing chemical changes in the battery. Specifically, the negative electrode current collector may be made of copper, stainless steel, aluminum, nickel, titanium, calcined carbon, copper or stainless steel surface-treated with carbon, nickel, titanium, silver, etc., an aluminum-cadmium alloy, etc. The above negative electrode collector may typically have a thickness of 3 to 500 μm. The above negative electrode current collector may form fine irregularities on the surface to strengthen the bonding strength of the negative electrode active material. For example, the above negative electrode current collector may be used in various forms such as a film, a sheet, a foil, a net, a porous body, a foam, a non-woven fabric, etc. The above negative electrode active material layer may be disposed on at least one surface of the negative electrode current collector, specifically, one surface or both surfaces of the negative electrode current collector. The above negative active material may be included in the negative active material layer in an amount of 60 to 99 wt%, preferably 75 to 95 wt%. Description of other positive electrode active materials is omitted as it has been described above. The above negative electrode active material layer may further include a binder and / or a conductive material together with the negative electrode active material. The above binder is used to improve the performance of the battery by improving the adhesion between the negative electrode active material layer and the negative electrode current collector, and may include, for example, at least one selected from the group consisting of polyvinylidene fluoride-hexafluoropropylene copolymer (PVDF-co-HFP), polyvinylidene fluoride (PVDF), polyacrylonitrile, polymethylmethacrylate, polyvinyl alcohol, carboxymethyl cellulose (CMC), starch, hydroxypropyl cellulose, regenerated cellulose, polyvinyl pyrrolidone, polytetrafluoroethylene, polyethylene, polypropylene, polyacrylic acid, ethylene-propylene-diene monomer (EPDM), sulfonated EPDM, styrene butadiene rubber (SBR), fluororubber, and materials in which hydrogens of these are substituted with Li, Na or Ca, etc., and also may include various copolymers thereof. may include: The above binder may be included in the negative electrode active material layer in an amount of 0.5 wt% to 10 wt%, preferably 1 wt% to 5 wt%. The conductive material is not particularly limited as long as it is conductive and does not cause a chemical change in the battery, and for example, graphite such as natural graphite or artificial graphite; carbon black such as carbon black, acetylene black, Ketjen black, channel black, paneth black, lamp black, thermal black, etc.; conductive fibers such as carbon fibers or metal fibers; conductive tubes such as carbon nanotubes; fluorocarbon; metal powder such as aluminum or nickel powder; conductive whiskers such as zinc oxide or potassium titanate; conductive metal oxides such as titanium oxide; conductive materials such as polyphenylene derivatives, etc. can be used. The above-mentioned conductive agent may be included in the negative electrode active material layer in an amount of 0.5 wt% to 10 wt%, preferably 1 wt% to 5 wt%. The thickness of the above negative active material layer may be 10 µm to 200 µm, preferably 20 µm to 150 µm. The above negative electrode can be manufactured by coating a negative electrode slurry including a negative electrode active material, a binder, a conductive material and / or a solvent for forming a negative electrode slurry on at least one surface of a negative electrode current collector, and then drying and rolling. The solvent for forming the negative electrode slurry may include at least one selected from the group consisting of distilled water, NMP (N-methyl-2-pyrrolidone), ethanol, methanol, and isopropyl alcohol, preferably distilled water, in order to facilitate dispersion of the negative electrode active material, binder, and / or conductive agent, for example. The solid content of the negative electrode slurry may be 30 wt% to 80 wt%, specifically 40 wt% to 70 wt%. 3) Membrane The above separator may be interposed between the anode and the cathode. In addition, as a separator, a conventional porous polymer film that has been conventionally used as a separator, for example, a porous polymer film made of a polyolefin polymer such as an ethylene homopolymer, a propylene homopolymer, an ethylene / butene copolymer, an ethylene / hexene copolymer, and an ethylene / methacrylate copolymer, may be used alone or in a laminated manner, or a conventional porous nonwoven fabric, for example, a nonwoven fabric made of high-melting-point glass fiber, polyethylene terephthalate fiber, etc. may be used, but is not limited thereto. In addition, a coated separator containing a ceramic component or a polymer material to secure heat resistance or mechanical strength may be used, and may optionally be used in a single-layer or multi-layer structure. 4) Electrolyte The above electrolyte may be a non-aqueous electrolyte. The electrolyte used in the present invention may include, but is not limited to, an organic liquid electrolyte, an inorganic liquid electrolyte, a solid polymer electrolyte, a gel-type polymer electrolyte, a solid inorganic electrolyte, a molten inorganic electrolyte, etc. that can be used in the manufacture of a secondary battery. Specifically, the electrolyte may include an organic solvent and a lithium salt. The lithium salt above can be used without any particular limitation as long as it is a compound capable of providing lithium ions used in a lithium secondary battery. Specifically, the lithium salt may be LiPF6, LiClO4, LiAsF6, LiBF4, LiSbF6, LiAl04, LiAlCl4, LiCF3SO3, LiC4F9SO3, LiN(C2F5SO3)2, LiN(C2F5SO2)2, LiN(CF3SO2)2. LiCl, LiI, or LiB(C2O4)2. It is preferable to use the concentration of the lithium salt within the range of 0.1 M to 2.0 M. When the concentration of the lithium salt is within the above range, the electrolyte can exhibit excellent electrolyte performance because it has appropriate conductivity and viscosity, and lithium ions can move effectively. The organic solvent may include at least one selected from linear carbonates, cyclic carbonates, linear esters, cyclic esters, ethers, glymes, and nitriles. The above linear carbonate may include at least one selected from the group consisting of dimethyl carbonate (DMC), diethyl carbonate (DEC), dipropyl carbonate, ethylmethyl carbonate (EMC), methylpropyl carbonate, and ethylpropyl carbonate. The above cyclic carbonate may include at least one selected from the group consisting of ethylene carbonate (EC), propylene carbonate (PC), 1,2-butylene carbonate, 2,3-butylene carbonate, 1,2-pentylene carbonate, and 2,3-pentylene carbonate. Specific examples of the linear esters include, but are not limited to, methyl acetate, ethyl acetate, propyl acetate, methyl propionate, ethyl propionate, propyl propionate, and butyl propionate. Specific examples of the above cyclic esters include, but are not limited to, γ-butyrolactone, γ-valerolactone, γ-caprolactone, σ-valerolactone, and ε-caprolactone. Specific examples of the above ethers include, but are not limited to, dimethyl ether, diethyl ether, dipropyl ether, methyl ethyl ether, methyl propyl ether, ethyl propyl ether, 1,3-dioxolane (DOL), and 2,2-bis(trifluoromethyl)-1,3-dioxolane (TFDOL). Specific examples of the above glymes include, but are not limited to, dimethoxyethane (glyme, DME), diethoxyethane, diglyme, triglyme, and tetra-glyme (TEGDME). Specific examples of the above nitriles include, but are not limited to, acetonitrile, propionitrile, butyronitrile, valeronitrile, caprylonitrile, heptanenitrile, cyclopentane carbonitrile, cyclohexane carbonitrile, 2-fluorobenzonitrile, 4-fluorobenzonitrile, difluorobenzonitrile, trifluorobenzonitrile, phenylacetonitrile, 2-fluorophenylacetonitrile, and 4-fluorophenylacetonitrile. The above electrolyte may further include an additive along with a lithium salt and an organic solvent. The above additive may include at least one selected from the group consisting of vinylethylene carbonate, propane sultone, lithium tetrafluoro borate (LiBF4), lithium difluoro(oxalato) borate (LiODFB), 1,3,6-HTCN (Hexane Tri-Cyanide), and sodium superoxide (NaO2), specifically, fluoroethylene carbonate, difluoroethylene carbonate, vinylethylene carbonate, propane sultone, lithium tetrafluoro borate (LiBF4), lithium difluoro(oxalato) borate (LiODFB), 1,3,6-HTCN (Hexane Tri-Cyanide), succinonitrile, 1,4-dicyano-2-butyne, adipionitrile, lithium difluorophosphate (LiPO2F2), and sodium superoxide (NaO2). The above other additives may be included in the electrolyte in an amount of 0.1 wt% to 20 wt%, specifically 1 wt% to 10 wt%, but are not limited thereto. There is no particular limitation on the external shape of the secondary battery of the present invention, but it may be in the shape of a cylinder, a square, a pouch, or a coin using a can. The above secondary batteries may be plural. For example, the battery system may include a battery module, and the battery module may include one or more of the secondary batteries. (2) Battery management device A battery management system (BMS) can manage and / or control the status and / or operation of the secondary battery. Specifically, the battery management device may include a diagnostic unit; and a control unit. The above diagnostic unit can diagnose, determine, and / or detect the normal operation status or abnormal operation status of the transportation means. The normal operation status of the transportation means may mean, for example, a situation in which there are no particular problems in the takeoff from the departure point, the flight to the destination, and the landing at the destination of the air transportation means, a situation in which a car, a train, etc. can run smoothly at the intended speed or in the steering direction, etc. The abnormal operation status of the transportation means may mean a situation in which normal operation of the transportation means is difficult, and may mean, as a non-limiting example, a situation in which normal operation is no longer possible due to a defect in the air transportation means's fuselage, a defect in the battery system, bad weather, the occurrence of a patient, etc., and measures such as high-speed flight or emergency landing are required, or a situation in which a defect occurs in the car, train, etc., or an emergency stop is required due to other external situations. The diagnosis of the abnormal operation status of the transportation means is not particularly limited, such as when the diagnostic unit receives and determines a signal according to the abnormal operation status from outside the battery system, or when the diagnostic unit detects or analyzes abnormal operation of the battery management device. The above control unit can manage and / or control the state and / or operation of the secondary battery, such as the driving voltage range and the range of SOC (State of Charge) during charging and discharging of the secondary battery. Specifically, the control unit charges and discharges the secondary battery in the first driving mode when the diagnostic unit diagnoses a normal operating situation. The above first driving mode operates the secondary battery in the first driving voltage range V 1a Inland V 1b The battery system can be controlled to charge and discharge more than one cycle in the first driving voltage range. At this time, the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b It can be a value determined from among less than or equal to . The above first driving mode minimizes the use of silicon-based active materials and enables carbon-based active materials to function as the main active materials by allowing charging and discharging of the secondary battery within the above first driving voltage range, thereby minimizing degradation of the life performance of the means of transportation and enabling stable operation. In the above first driving mode, the upper limit V 1b The voltage may be a value determined between 4.1 V and 4.6 V, and specifically, a value determined between 4.1 V and 4.3 V. In the above first driving mode, the lower limit V 1a is 2.8V or more V 1b It may be a value determined from less than, specifically a value determined from 2.8 V to 3.0 V, more specifically a value determined from 2.8 V to 2.9 V. In the above first driving mode, the secondary battery is charged and discharged for one or more cycles in the above first driving voltage range. When the number of charge and discharge cycles of the secondary battery is 2 or more, V in each cycle 1a and V 1bmay be the same or different, as long as the conditions stated above are satisfied. Additionally, the control unit charges and discharges the secondary battery in the second driving mode when the diagnostic unit diagnoses an abnormal operating situation. The above second driving mode operates the secondary battery in the second driving voltage range V 2a Inland V 2b The battery system can be controlled to charge and discharge more than one cycle in the second driving voltage range. At this time, the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a The value may be determined at less than 2.8 V. The above second driving mode allows charging and discharging of the secondary battery in the above second driving voltage range, and the voltage lower limit (V) in the second driving mode is lowered due to the high irreversible capacity of the silicon-based active material. 2a ) so that high output can be generated without following the lower voltage of the cathode. Therefore, according to the present invention, when an abnormal operation situation of a means of transportation requiring a sudden stop, emergency landing, etc. occurs, high output can be maintained for a long time at the lower end of the remaining capacity SOC of the cathode through the above-described feature. In the above second driving mode, the upper limit V 2b The voltage may be a value determined between 4.1 V and 4.6 V, and specifically, a value determined between 4.1 V and 4.3 V. In the above second driving mode, the lower limit V 2a The lower limit V may be a value determined below 2.8 V, a value determined below 2.7 V, or a value determined below 2.6 V. 2a may be a value determined below 2.8 V, specifically a value determined between 2.0 V and 2.7 V, more specifically a value determined between 2.4 V and 2.7 V, even more specifically a value determined between 2.5 V and 2.7 V, and even more specifically a value determined between 2.5 V and 2.6 V. In the second driving mode, the secondary battery is charged and discharged for one or more cycles in the second driving voltage range. When the number of charge and discharge cycles of the secondary battery is 2 or more, V in each cycle 2a and V 2b may be the same or different, as long as the conditions stated above are satisfied. In the present invention, the V 1a The above V 2a The ratio may be less than or equal to 0.95, specifically less than or equal to 0.9, and more specifically less than or equal to 0.89. In the above battery system, the first driving mode is, in addition to the conditions described above, the remaining capacity of the negative electrode is SOC. 1a (Unit: %) to SOC 1b It may be to control the battery system to charge and discharge the secondary battery for more than one cycle so that the range of (unit: %) is within the range of (unit: %). At this time, the SOC 1a is a value set according to the following mathematical formula 1, and the SOC 1b is the above SOC 1a A value that exceeds the value but is less than or equal to 100%. [Mathematical formula 1] {(C Si ) / (C Si +C Carbon )} × 100 ≤ SOC 1a < 100 In the above mathematical expression 1, C Si is the product of the theoretical capacity (unit: mAh / g) of the silicon-based active material and the weight (unit: g) of the silicon-based active material included in the negative electrode active material, and C Carbon is the product of the theoretical capacity (unit: mAh / g) of the above carbon-based active material and the weight (unit: g) of the carbon-based active material present in the above negative electrode active material. The remaining capacity SOC of the above cathode 1a is the value set by the above mathematical formula 1, and in this case, the formula “{(C Si ) / (C Si +C Carbon) is set to be greater than or equal to 100”. The residual capacity SOC of the cathode is calculated using the mathematical expression 1 above. 1a As set, the proportion of silicon-based active material used can be minimized in the normal operation of the above-mentioned transportation means, and the carbon-based active material can function as the main negative electrode active material. That is, by minimizing the capacity contribution of the silicon-based active material, which exhibits unfavorable performance compared to the carbon-based active material in terms of life performance, stable flight can be possible without a decrease in life performance in the normal operation of the above-mentioned transportation means. More specifically, the above SOC 1a may be a value set by the following mathematical expression 1-1. For example, the above-described mathematical expression 1 may be replaced with the following mathematical expression 1-1. [Mathematical expression 1-1] {(C Si ) / (C Si +C Carbon )} × 100 ≤ SOC 1a < [{(C Si ) / (C Si +C Carbon )} × 100] + x In the above mathematical expression 1-1, the x may be 0 to 20, 0 to 15, 0 to 10, or 0 to 5. The unit of the x may be “%”. The SOC 1a When the above-mentioned effect is sufficiently achieved when determined within the above range, stable operation under normal operating conditions can be achieved by increasing the utilization ratio of carbon-based active materials. The above SOC 1b is the above SOC 1a It can be a value that exceeds the value but is less than or equal to 100%, for example, it can be a value set between 90% and 100%, or more specifically, 100%. In the above first driving mode, the residual capacity of the cathode is SOC 1a Inland SOC 1bCharge and discharge the secondary battery for at least one cycle to ensure that the range is within the range. If the number of charge and discharge cycles of the secondary battery is 2 or more, the SOC in each cycle 1a and SOC 1b may be the same or different, as long as the conditions stated above are satisfied. In addition, the second driving mode, in addition to the conditions described above, has a residual capacity of the cathode of SOC 2a (Unit: %) to SOC 2b It may be possible to charge and discharge the secondary battery for more than one cycle so that the range of (unit: %) is within the range. At this time, the SOC 2a SOC is 0% or more 1a The value is less than the SOC 2b is SOC 2a The value may be less than or equal to 100%. In the above second driving mode, SOC 2a SOC is over 0% 1a By setting the value below, the usage ratio or capacity development ratio of the silicon-based active material can be increased. That is, in the case where an abnormal operation situation of the above-mentioned means of transportation requires a sudden stop, high-speed flight, emergency landing, etc., high output and high energy development are possible through the second driving mode, and in particular, it is possible to develop the capacity up to the distance required for landing along with the high output required for an emergency landing. More specifically, the above SOC 2a can be a value set by the following mathematical expression 2. [Mathematical formula 2] 0 ≤ SOC 2a < {(C Si ) / (C Si +C Carbon )} × 100 In the above mathematical expression 2, C Si and C Carbon is as defined in the mathematical expression 1 above. More specifically, the above SOC 2aThe SOC can be set to a value between 0% and 5%, for example, 0%. 1b can be a value set between 90% and 100%, for example, 100%. When within the above range, the capacity and output of the silicon-based active material in an emergency situation can be easily achieved. In the above second driving mode, the remaining capacity of the cathode is SOC 2a Inland SOC 2b It may be to charge and discharge the secondary battery for more than one cycle so that the range is within. If the number of charge and discharge cycles of the secondary battery is 2 or more, the SOC in each cycle 2a and SOC 2b may be the same or different, as long as the conditions stated above are satisfied. The C-rate in the first driving mode and the second driving mode can be independently 0.1C to 2C, specifically 0.5C to 1.5C, and more specifically 0.8C to 1.2C. The above means of transportation is not particularly limited as long as it uses a battery as a power source, such as an automobile, a train, a monorail, a ship, a bike, a spacecraft, and / or an air vehicle. Specifically, the means of transportation may be an air vehicle. More specifically, the air vehicle may be an urban air mobility (UAM). The battery system according to the present invention can be particularly preferably applied to an urban air mobility that must periodically take off, fly, and land on a set route. Additionally, the present invention provides a means of transportation including a battery system for the means of transportation as described above. Control method of battery system for a transport vehicle In addition, the present invention provides a method for controlling a battery system for a mobile means. Specifically, the method for controlling a battery system for a mobile means may be the method for controlling a battery system for a mobile means described above. Specifically, the method for controlling a battery system for a means of transportation according to the present invention comprises the steps of: providing a battery system including a secondary battery, and a battery management device including a diagnostic unit and a control unit; diagnosing a normal operating situation or an abnormal operating situation of the means of transportation by the diagnostic unit; and charging and discharging the secondary battery in a first driving mode through the control unit when the normal operating situation is diagnosed by the diagnostic unit, and charging and discharging the secondary battery in a second driving mode through the control unit when the abnormal operating situation is diagnosed by the diagnostic unit; wherein the secondary battery includes a positive electrode including a positive electrode active material, a negative electrode including a negative electrode active material, a separator, and an electrolyte, and the negative electrode active material includes a silicon-based active material and a carbon-based active material, and the first driving mode is configured to operate the secondary battery in a first driving voltage range V. 1a Inland V 1b Control the battery system to charge and discharge more than one cycle in the first driving voltage range, and the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b is a value determined from the range below, and the second driving mode is the second driving voltage range V of the secondary battery. 2a Inland V 2b Control the battery system to charge and discharge more than one cycle in the second driving voltage range, and the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a It is characterized by a value determined at less than 2.8 V. The method for controlling a battery system for a means of transportation according to the present invention is desirable in that it has high life performance during periodic operation (e.g., flight) and can exert high output for a long time for emergency situations such as sudden stops and emergency landings. The description of the battery system, the secondary battery and battery management device included therein, the diagnostic unit of the battery management device, and the control unit of the battery system for the above-mentioned means of transportation is as described above. Hereinafter, the present invention will be described in more detail through specific examples. However, the following examples are merely examples to help understand the present invention and do not limit the scope of the present invention. It will be obvious to those skilled in the art that various changes and modifications are possible within the scope and technical idea of ​​the present description, and it is natural that such changes and modifications fall within the scope of the appended patent claims. Examples and Comparative Examples Example 1 1. Manufacturing of secondary batteries (1) Bipolar Li[Ni as a cathode active material 0.8 Co 0.1 Mn 0.1 ]O2 was prepared. The positive electrode active material is in the form of single particles or pseudo-single particles, and has an average particle diameter (D 50 ) was 5㎛. The positive electrode slurry was prepared by adding the positive electrode active material, carbon nanotubes as a conductive agent, and polyvinylidene fluoride (PVdF) as a binder in a weight ratio of 97:1:2 to N-methyl-2-pyrrolidone (NMP) as a solvent for forming the positive electrode slurry. The positive electrode slurry was rolled onto an aluminum current collector as a positive electrode collector and dried in a vacuum oven at 130°C for 10 hours to form a positive electrode active material layer, thereby manufacturing a positive electrode. (2) Manufacturing of cathode A silicon-carbon composite was prepared as a silicon-based active material and graphite was prepared as a carbon-based active material. The silicon-carbon composite as a silicon-based active material and graphite as a carbon-based active material were mixed in a weight ratio of 6:94 to prepare a negative active material. The above negative active material, styrene butadiene rubber (SBR) as a negative electrode binder, carboxymethyl cellulose (CMC) as a thickener, and carbon black as a negative electrode conductive material were mixed in a weight ratio of 96:2:1:1, and added to water as a solvent to prepare a negative electrode slurry. The negative electrode slurry manufactured above was applied to copper foil (thickness: 8 μm) as a negative electrode collector, rolled (roll pressed), and dried in a vacuum oven at 130°C for 10 hours to form a negative electrode active material layer (thickness: μm), thereby manufacturing a negative electrode. (3) Manufacturing of secondary batteries A polyethylene separator was interposed between the negative and positive electrodes manufactured as described above, and an electrolyte was injected to manufacture a secondary battery of Example 1. As an electrolyte, LiPF6 was added as a lithium salt at a concentration of 1.0 mol / L to an organic solvent in which ethylene carbonate (EC) and ethyl methyl carbonate (EMC) were mixed at a volume ratio of 30:70. 2. Manufacturing of battery system A battery system including the above secondary battery and a battery management device was manufactured. The above battery management device includes the above-described diagnostic unit and control unit. (1) Setting of the first driving mode V 1a to 2.8V, V 1b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. (2) Setting of the second driving mode V 2a to 2.5V, V 2b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.5 V to 4.2 V. (3) In the battery management device, the diagnostic unit can diagnose the normal operating status and abnormal operating status of the battery system, and when the diagnostic unit diagnoses the normal operating status, the control unit controls the battery system in the first driving mode, and when the diagnostic unit diagnoses the abnormal operating status, the control unit controls the battery system in the second driving mode. Example 2 1. Manufacturing of secondary batteries A secondary battery was manufactured in the same manner as in Example 1, except that the negative active material was manufactured by mixing the silicon-based active material and the carbon-based active material in a weight ratio of 12:88. 2. Manufacturing of battery system A battery system was manufactured in the same manner as in Example 1, except that the above secondary battery was used. Comparative Example 1 1. Manufacturing of secondary batteries A secondary battery was manufactured using the same method as in Example 1. 2. Manufacturing of battery system A battery system was manufactured in the same manner as in Example 1, except that the first driving mode and the second driving mode were set as follows. (1) Setting of the first driving mode V 1a to 2.8V, V 1b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. (2) Setting of the second driving mode V 2a to 2.8V, V 2b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. Comparative Example 2 1. Manufacturing of secondary batteries A secondary battery was manufactured using the same method as in Example 2. 2. Manufacturing of battery system A battery system was manufactured in the same manner as in Example 1, except that the first driving mode and the second driving mode were set as follows. (1) Setting of the first driving mode V 1a to 2.8V, V 1b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. (2) Setting of the second driving mode V 2a to 2.8V, V 2b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. Comparative Example 3 1. Manufacturing of secondary batteries (1) Manufacturing of anode The positive electrode was manufactured in the same manner as in Example 1. (2) Manufacturing of cathode A negative electrode was manufactured in the same manner as in Example 1, except that only a carbon-based active material was used as the negative electrode active material, without using a silicon-based active material. A secondary battery was manufactured in the same manner as in Example 1, except that the positive and negative electrodes were used. 2. Manufacturing of battery system A battery system was manufactured in the same manner as in Example 1, except that the secondary battery was used. That is, the first driving mode and the second driving mode were set identically in Comparative Example 3 and Example 1. Comparative Example 4 A battery system was manufactured in the same manner as in Comparative Example 3, except that the first driving mode and the second driving mode were set as follows. (1) Setting of the first driving mode V 1a to 2.8V, V 1bThe voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. (2) Setting of the second driving mode V 2a to 2.8V, V 2b The voltage was set to 4.2 V, and the secondary battery was set to be charged and discharged for more than one cycle at 2.8 V to 4.2 V. Weight percentage of silicon-based active material (wt%, based on total weight of negative active material)First driving modeSecond driving modeV 1a V 1b V 2a V 2b Example 16 wt% 2.84.22.54.2 Comparative Example 12.84.22.84.2 Example 212 wt% 2.84.22.54.2 Comparative Example 22.84.22.84.2 Comparative Example 30 wt% 2.84.22.54.2 Comparative Example 42.84.22.84.2 Experimental example Experimental Example 1: Energy Density Evaluation The battery systems manufactured in the above examples and comparative examples were charged and discharged in a voltage range of 2.8 V to 4.2 V under the conditions of 25°C and 0.33C to measure the energy density. At this time, the energy density was calculated by multiplying the discharge capacity by the average voltage and dividing it by the unit weight of the lithium secondary battery, and the average voltage is the value obtained by dividing the curve integral of the capacity-voltage profile by the capacity. The results are shown in Table 2 below. Experimental Example 2: After fully charging the battery system manufactured in the above examples and comparative examples, it was discharged until the SOC (State of Charge) of the negative electrode became 20%, and discharged at a constant power (CP) of 1100 W at 45°C, and the V set in the examples and comparative examples was 2a The time to reach (output time) was measured. Weight percentage of silicon-based active material (weight %, based on the total weight of the negative electrode active material)Experimental example 1Experimental example 2Energy density (Wh / kg)Output time (sec)Example 16Wt%29528.7Comparative example 129517.8Example 212Wt%28042.7Comparative example 228016.3Comparative example 30Wt%271Approximately 22Comparative example 427120.3 Referring to Table 2, it can be confirmed that the battery systems of Examples 1 and 2 not only have higher energy densities compared to Comparative Examples 1 to 4, but also that the time for generating output in the second driving mode has significantly increased. Specifically, when comparing the battery systems of Example 1 and Comparative Example 1 and the battery systems of Example 2 and Comparative Example 2, it can be confirmed that the battery system according to the present invention has a significantly improved output time improvement effect due to lower limit control of the driving voltage in the second driving mode. Meanwhile, referring to the experimental results of the battery systems of Comparative Examples 3 and 4, not only is the energy density low because no silicon-based active material is used, but the effect of increasing the output time according to the lower limit of the driving voltage in the second driving mode is not particularly observed. In addition, it can be seen that the battery systems of Comparative Examples 3 and 4 have a lower output time than those of Examples 1 and 2, making it difficult to cope with emergency situations of a means of transportation.

Claims

1. As a battery system for a means of transportation, The above battery system includes a secondary battery and a battery management device, The above secondary battery includes a positive electrode including a positive active material, a negative electrode including a negative active material, a separator, and an electrolyte. The above negative active material includes a silicon-based active material and a carbon-based active material, The above battery management device includes a diagnostic unit and a control unit, The above diagnostic unit diagnoses the normal or abnormal operation status of the above transportation means, The above control unit controls the battery system to charge and discharge the secondary battery in the first driving mode when the diagnostic unit diagnoses a normal operating situation, and to charge and discharge the secondary battery in the second driving mode when the diagnostic unit diagnoses an abnormal operating situation. The above first driving mode operates the secondary battery in the first driving voltage range V 1a Inland V 1b Control the battery system to charge and discharge for more than one cycle, In the above first driving voltage range, the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b The value is determined from the following: The above second driving mode operates the secondary battery in the second driving voltage range V 2a Inland V 2b Control the battery system to charge and discharge for more than one cycle, In the above second driving voltage range, the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a A battery system for a mobile device, the value of which is determined to be less than 2.8 V.

2. In claim 1, The above silicon-based active material is silicon (Si), silicon oxide (SiO x , 0 <x<2), 실리콘-탄소 복합체 및 실리콘-금속 합금으로 이루어진 군에서 선택된 적어도 1종의 실리콘계 코어 입자를 포함하는 이동 수단용 배터리 시스템.

3. In claim 2, The above silicon core particles are a battery system for a mobile device made of a silicon-carbon composite.

4. In claim 2, A battery system for a mobile vehicle, wherein the silicon-based active material further comprises a carbon coating layer positioned on the silicon-based core particles.

5. In claim 1, A battery system for a mobile vehicle, wherein the carbon-based active material comprises at least one selected from the group consisting of graphite, hard carbon, soft carbon, carbon black, graphene, and fibrous carbon.

6. In claim 1, A battery system for a mobile device, wherein the weight ratio of the silicon-based active material and the carbon-based active material is 1:99 to 40:

60.

7. In claim 1, A battery system for a mobile vehicle, wherein the positive electrode active material comprises lithium nickel oxide.

8. In claim 7, The lithium nickel-based oxide is a battery system for a mobile vehicle, which is a compound represented by the following chemical formula 1: [Chemical Formula 1] Li a1 Ni b1 Co c1 M 1 d1 M 2 e1 O2 In the above chemical formula 1, M 1 is Mn, Al or a combination of these, and M 2 is at least one selected from the group consisting of Zr, W, Y, Ba, Ca, Ti, Mg, Ta, and Nb, and a1, b1, c1, d1, and e1 are atomic fractions of independent elements, respectively, 0.8 ≤ a1 ≤ 1.3, 0.8 ≤ b1 < 1, 0 < c1 < 0.2, 0 < d1 < 0.2, 0 ≤ e1 ≤ 0.1, and b1+c1+d1+e1=1.

9. In claim 7, A battery system for a mobile vehicle, wherein the lithium nickel-based oxide is in the form of at least one of a single particle consisting of one nodule and a quasi-single particle which is a composite of 30 or fewer nodules.

10. In claim 1, Above V 1a A battery system for a mobile device with a set value between 2.8 V and 3.0 V.

11. In claim 1, Above V 2a A battery system for a mobile device with a set value between 2.4 V and 2.7 V.

12. In claim 1, Above V 1a The above V 2a A battery system for a mobile device having a ratio of 0.9 or less.

13. A method for controlling a battery system for a mobile device, A step of providing a battery system including a secondary battery and a battery management device including a diagnostic unit and a control unit; A step of diagnosing the normal operation status or abnormal operation status of the means of transportation in the above diagnostic section; and A step of charging and discharging the secondary battery in the first driving mode through the control unit when the above diagnostic unit diagnoses a normal driving situation, and charging and discharging the secondary battery in the second driving mode through the control unit when the above diagnostic unit diagnoses an abnormal driving situation; including; The above secondary battery includes a positive electrode including a positive active material, a negative electrode including a negative active material, a separator, and an electrolyte. The above negative active material includes a silicon-based active material and a carbon-based active material, The above first driving mode operates the secondary battery in the first driving voltage range V 1a Inland V 1b Control the battery system to charge and discharge for more than one cycle, In the above first driving voltage range, the upper limit V 1b is a value determined between 4.1 V and 4.6 V, with the lower limit V 1a Silver 2.8V or higher V 1b The value is determined from the following: The above second driving mode operates the secondary battery in the second driving voltage range V 2a Inland V 2b Control the battery system to charge and discharge for more than one cycle, In the above second driving voltage range, the upper limit V 2b is a value determined between 4.1 V and 4.6 V, with the lower limit V 2a A control method for a battery system for a mobile device, the value of which is determined to be less than 2.8 V.