Apparatus and method for setting battery power and vehicle including same

Abstract

The present invention relates to a battery power setting apparatus for setting an upper limit power of a battery pack including one or more battery modules each including one or more battery cells, the battery power setting apparatus comprising: a voltage measurement unit configured to measure a voltage of each of the battery cells under preset conditions; and a control unit configured to determine the degree of deterioration of each of the battery cells on the basis of the voltage measured by the voltage measurement unit, determine the state of deterioration of each of the battery modules on the basis of the degree of deterioration of a corresponding battery cell, and set an upper limit power of the battery pack on the basis of the determined states of deterioration of the battery modules.

Description

Battery power setting device and method and vehicle including the same

[0001] This application claims priority to Korean Patent Application Nos. 10-2024-0107813, 10-2024-0107817, and 10-2024-0107818, filed on August 12, 2024, the entire contents of which are disclosed in the specification and drawings of the above applications are incorporated herein by reference.

[0002] The present invention relates to a battery power setting device and method and to a vehicle including the same.

[0003] Traditionally, automobiles used fuel cells as their power source. However, due to the potential for performance degradation in driving ranges where fuel cell efficiency is low, hybrid vehicles were developed that use both fuel cells and batteries as separate power sources. Furthermore, recent advances in battery performance have led to the commercialization and operation of electric vehicles that use batteries alone as their power source.

[0004] Batteries currently used in electric vehicles are secondary batteries, such as lithium batteries, that can be repeatedly charged and discharged. As these secondary batteries age, their performance gradually deteriorates due to degradation caused by the charging and discharging process. The remaining lifespan or degree of battery degradation over time can be quantified to estimate the battery's State of Health (SOH). Depending on the degree of SOH, battery replacement or repair may be necessary. Battery SOH can be estimated using a variety of methods, based on factors such as the battery's internal resistance, capacity, voltage, self-discharge, charging performance, and the number of charge / discharge cycles.

[0005] Meanwhile, supplying the maximum power a battery can provide to the motor or other driving components of a vehicle, regardless of the degree of battery degradation, can further accelerate battery degradation. For example, if the maximum power that can be supplied to the motor is the same as the maximum power that can be supplied to the motor when the battery's SOH is 100% in its initial state, and when the battery's SOH is below 70% due to battery degradation, the degradation of the degraded battery could be further accelerated. Therefore, it is necessary to control the power supplied to the motor in a vehicle based on the degree of battery degradation.

[0006] The present invention was created to improve the problems described above, and its purpose is to provide a battery power setting device and method that sets the upper limit output power of a battery pack by taking into account the degree of battery deterioration.

[0007] Additionally, the purpose is to provide a car that can fully utilize the car's driving performance while delaying battery deterioration.

[0008] The technical problems to be achieved in this document are not limited to the technical problems mentioned above, and other technical problems not mentioned can be clearly understood by a person having ordinary skill in the technical field to which the present disclosure belongs from the description below.

[0009] A battery power setting device according to one aspect of the present invention is a battery power setting device that sets an upper limit power of a battery pack including one or more battery modules including one or more battery cells, the device including: a measuring unit configured to measure the voltage of each of the battery cells under preset conditions; and a control unit configured to determine a degree of degradation of each of the battery cells based on the voltage measured by the measuring unit, determine a state of degradation of each of the battery modules based on the degree of degradation of the corresponding battery cell, and set an upper limit power of the battery pack based on the determined state of degradation of the battery module.

[0010] The control unit may be configured to determine the degree of degradation of the battery cell as normal degradation, linear degradation, or accelerated degradation.

[0011] The above control unit may be configured to determine the degradation state of each of the battery modules as a normal degradation state or an abnormal degradation state.

[0012] The control unit may be configured to calculate a voltage change rate based on the voltage of the battery cell and a preset reference voltage, calculate a voltage change rate of each battery cell based on the calculated voltage change rate and pre-stored voltage change rate data, and determine a degree of degradation of each battery cell based on the voltage change rate and the preset reference change rate.

[0013] The control unit may be configured to determine the degree of degradation as the normal degradation when the voltage change rate is 0 or positive, determine the degree of degradation as the linear degradation when the voltage change rate is negative and less than or equal to the reference change rate, and determine the degree of degradation as the accelerated degradation when the voltage change rate is negative and greater than the reference change rate.

[0014] The control unit may be configured to determine the degradation state of each battery module based on the number or ratio of battery cells for which the degree of degradation is determined by the accelerated degradation.

[0015] The control unit may be configured to set the power mode of the battery pack to a normal mode, a warning mode, or an emergency mode based on the number or ratio of battery modules determined to be in the abnormal degradation state.

[0016] The control unit may be configured to set the upper limit power of the battery pack by weighting and adding weights corresponding to the degradation states determined to correspond to the output power of each battery module.

[0017] The above power mode can be set so that the power corresponding to the normal mode, the warning mode, and the emergency mode is reduced in that order.

[0018] The above control unit may be configured to set the power corresponding to the determined power mode to the upper limit power of the battery pack.

[0019] The above abnormal degradation state may be configured to include an abnormal degradation state or a complete degradation state based on the number or ratio of battery cells determined by the accelerated degradation.

[0020] The control unit may be configured to determine the power mode based on the number or ratio of battery modules for which the degradation state is determined to be the abnormal degradation state or the complete degradation state.

[0021] The control unit may be configured to determine the degradation state of the battery module as the abnormal degradation state when the number of battery cells determined to be the accelerated degradation is equal to or greater than a first reference value or when the ratio is equal to or greater than a first ratio.

[0022] The control unit may be configured to determine the degradation state of the battery module as the complete degradation state when the number of battery cells determined by the accelerated degradation is greater than or equal to a second reference value greater than or equal to the first reference value or when the ratio is greater than or equal to a second ratio greater than the first ratio.

[0023] The control unit may be configured to decrease at least one of the first reference value, the first ratio, the second reference value, and the second ratio as the battery pack deteriorates.

[0024] A battery pack according to another aspect of the present invention may include a battery power setting device according to one aspect of the present invention.

[0025] According to another aspect of the present invention, a vehicle may include a battery power setting device according to one aspect of the present invention; a battery pack having an upper power limit set by the battery power setting device; and a driving control unit configured to control the output of the battery pack based on the upper power limit of the battery pack set by the battery power setting device.

[0026] The above driving control unit may be configured to limit the maximum output of the motor connected to the battery pack to an output corresponding to the upper limit power or less.

[0027] The above driving control unit may be configured to limit the maximum output of the motor to correspond to the upper power limit after a preset time corresponding to the power mode of the battery pack when an output request exceeding the upper power limit is input.

[0028] The above driving control unit may be configured to obtain weather information, determine a weight corresponding to the obtained weather information from a preset table, add the determined weight to an output corresponding to the upper limit power, and limit the output of the motor to be less than the output to which the weight is added.

[0029] The above driving control unit may be configured to obtain information about a target driving distance to a destination, a capacity of the battery pack, and a driving pattern of the vehicle, and control driving of the motor based on the upper limit power, the capacity of the battery pack, the target driving distance, and the driving pattern.

[0030] The driving control unit may be configured to calculate a first output value corresponding to the upper limit power, calculate a second output value for driving the target driving distance based on the capacity of the battery pack and the driving pattern, and limit the output of the motor to a smaller value between the first output value and the second output value.

[0031] The above driving control unit may be configured to calculate the second output value so that the capacity of the battery pack becomes equal to or greater than a preset threshold capacity when the target driving distance is reached, taking into account the driving pattern.

[0032] The above drive control unit may be configured to control the output of the battery pack so that power is supplied first to essential elements within the range of the upper power limit, and then power is supplied to additional elements within the range of the remaining power.

[0033] The above battery power setting device may be configured to determine a power mode of the battery pack based on the determined degradation state of the battery module.

[0034] The above driving control unit may be configured to control power distribution to the essential elements and the additional elements based on the power mode of the battery pack.

[0035] According to another aspect of the present invention, a battery power setting method is provided, which sets an upper limit power of a battery pack including one or more battery modules including one or more battery cells, the method comprising: a voltage measuring step of measuring a voltage of each of the battery cells under preset conditions; a battery cell degradation degree determining step of determining a degradation degree of each of the battery cells based on the voltage measured by the voltage measuring step; a battery module degradation state determining step of determining a degradation state of each of the battery modules based on the degradation degree of the corresponding battery cell; and a battery pack upper limit power setting step of setting an upper limit power of the battery pack based on the determined degradation state of the battery module.

[0036] According to the battery power setting device and method according to the present invention, and the vehicle including the same, an upper power limit optimized for the battery pack can be set by considering the status of the battery cells and battery modules included in the battery pack. Therefore, since the output of the battery pack is limited to the upper power limit of the battery pack, there is an advantage in that the deterioration of the battery pack can be delayed.

[0037] The effects that can be obtained from the present disclosure are not limited to the effects mentioned above, and other effects that are not mentioned will be clearly understood by a person having ordinary skill in the art to which the present disclosure pertains from the description below.

[0038] FIG. 1 is a schematic diagram illustrating a battery power setting device according to one embodiment of the present invention.

[0039] FIG. 2 is a schematic drawing of a battery pack according to another embodiment of the present invention.

[0040] FIG. 3 is a diagram schematically illustrating a battery power setting method according to another embodiment of the present invention.

[0041] FIG. 4 is a schematic drawing of a vehicle according to another embodiment of the present invention.

[0042] FIG. 5 and FIG. 6 are schematic drawings illustrating a method for controlling a vehicle according to another embodiment of the present invention.

[0043] FIG. 7 and FIG. 8 are schematic drawings illustrating a method for controlling a vehicle according to another embodiment of the present invention.

[0044] Figure 9 is a perspective view of a hybrid vehicle according to one embodiment.

[0045] Fig. 10 is an exploded perspective view of the hybrid vehicle according to Fig. 9.

[0046] Fig. 11 is a drawing showing in detail the configuration of a hybrid vehicle according to Fig. 10.

[0047] Fig. 12 is a perspective view showing the first battery according to Fig. 11.

[0048] Fig. 13 is a perspective view showing a battery module of the first battery of Fig. 12.

[0049] Fig. 14 is a perspective view showing the appearance of the battery cell of Fig. 13.

[0050] Figure 15 is an exploded perspective view of a cell of the battery of Figure 14.

[0051] Fig. 16 is a drawing showing specific configurations of an electronic control device according to Fig. 11.

[0052] Figure 17 is a diagram showing the relationship between the components of an electronic control device in EV driving mode.

[0053] Figure 18 is a diagram showing the relationship between components of a hybrid vehicle in EV driving mode.

[0054] Figure 19 is a diagram showing the relationship between the components of the electronic control device in HEV driving mode.

[0055] Figure 20 is a diagram showing the relationship between components of a hybrid vehicle in HEV driving mode.

[0056] Figure 21 is a diagram showing the relationship between the components of the electronic control device in ENG driving mode.

[0057] Figure 22 is a diagram showing the relationship between components of a hybrid vehicle in ENG driving mode.

[0058] Figure 23 is a diagram showing the relationship between the components of the electronic control device in RB driving mode.

[0059] Figure 24 is a diagram showing the relationship between components of a hybrid vehicle in RB driving mode.

[0060] FIG. 25 is a drawing showing in detail the configurations of a hybrid vehicle according to one embodiment.

[0061] FIG. 26 is a drawing showing measuring the open circuit voltage of a battery cell using the battery management device according to FIG. 25.

[0062] FIG. 27 is a flowchart showing a driving mode control method based on a deterioration state of a first battery of a hybrid vehicle according to one embodiment.

[0063] Figure 28 is a flowchart showing more detailed steps of Figure 27.

[0064] Fig. 29 is a graph showing the driving mode control in the normal mode of Fig. 28.

[0065] Fig. 30 is a graph showing the driving mode control in the warning mode of Fig. 28.

[0066] Figure 31 is a graph showing the driving mode control in the emergency mode of Figure 28.

[0067] Figure 32 is an exploded perspective view of a hybrid vehicle according to another embodiment.

[0068] Fig. 33 is a drawing showing in detail the configuration of a hybrid vehicle according to Fig. 32.

[0069] Fig. 34 is a drawing showing specific configurations of an electronic control device according to Fig. 33.

[0070] Figure 35 is a diagram showing the relationship between the components of an electronic control device in EV driving mode.

[0071] Figure 36 is a diagram showing the relationship between components of a hybrid vehicle in EV driving mode.

[0072] Figure 37 is a diagram showing the relationship between the components of the electronic control device in HEV driving mode.

[0073] Figure 38 is a drawing showing the relationship between components of a hybrid vehicle in HEV driving mode.

[0074] Figure 39 is a diagram showing the relationship between the components of the electronic control device in ENG driving mode.

[0075] Figure 40 is a drawing showing the relationship between components of a hybrid vehicle in ENG driving mode.

[0076] Figure 41 is a diagram showing the relationship between the components of the electronic control device in RB driving mode.

[0077] Figure 42 is a diagram showing the relationship between components of a hybrid vehicle in RB driving mode.

[0078] FIG. 43 is a schematic diagram showing repairing or replacing a second battery in a hybrid vehicle according to FIG. 32.

[0079] Figure 44 is a drawing showing in detail the configurations of a hybrid vehicle according to another embodiment.

[0080] FIG. 45 is a schematic diagram showing repairing or replacing a second battery in a hybrid vehicle according to FIG. 44.

[0081] The advantages and features of the present disclosure, and methods for achieving them, will become clearer with reference to the embodiments described below in detail with the accompanying drawings. However, the present disclosure is not limited to the embodiments disclosed below, but may be implemented in various different forms. These embodiments are provided solely to ensure that the disclosure is complete and to fully inform those skilled in the art of the scope of the disclosure, and the present disclosure is defined solely by the scope of the claims. Like reference numerals designate like elements throughout the specification.

[0082] When one component is referred to as being "connected to" or "coupled to" another component, it includes both cases where it is directly connected or coupled to the other component, or cases where there is another component intervening therebetween. Conversely, when one component is referred to as being "directly connected to" or "directly coupled to" another component, it indicates that there is no other component intervening therebetween. "And / or" includes each and any combination of one or more of the mentioned items.

[0083] The terminology used herein is for the purpose of describing embodiments only and is not intended to be limiting of the present disclosure. In this specification, the singular also includes the plural unless the context clearly dictates otherwise. As used herein, the terms "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components, steps, operations, and / or elements.

[0084] Although terms like "first" and "second" are used to describe various components, these components are not limited by these terms. These terms are used only to distinguish one component from another.

[0085] Accordingly, it should be understood that the first component mentioned below may also be a second component within the technical spirit of the present disclosure. Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used with meanings commonly understood by those of ordinary skill in the art to which the present disclosure pertains. Furthermore, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0086] The steps of a method or algorithm described in connection with some embodiments of the present disclosure may be implemented directly in hardware, a software module, or a combination of the two executed by a processor. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor, such that the processor can read information from the storage medium, and write information to the storage medium. Alternatively, the storage medium may be integral to the processor. The processor and the storage medium may reside in an application-specific integrated circuit (ASIC). The ASIC may reside in a user terminal.

[0087] Hereinafter, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily implement the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein.

[0088]

[0089] FIG. 1 is a schematic diagram illustrating a battery power setting device (100) according to one embodiment of the present invention.

[0090] The battery power setting device (100) may include one or more battery modules (11). For example, a plurality of battery modules (11) may be electrically connected to each other in series and / or in parallel. In addition, the battery module (11) may include one or more battery cells (12). Similarly, the plurality of battery cells (12) may be electrically connected to each other in series and / or in parallel.

[0091] Here, the battery cell (12) has a negative terminal and a positive terminal, and refers to a physically separable, independent cell. For example, a lithium ion battery or a lithium polymer battery may be considered a battery. In addition, the type of battery cell may be a cylindrical type, a prismatic type, or a pouch type.

[0092] Referring to FIG. 1, the battery power setting device (100) may include a measuring unit (110) and a control unit (120).

[0093] The measuring unit (110) can be configured to measure the voltage of each battery cell (12) under preset conditions.

[0094] Specifically, the measuring unit (110) can be electrically connected to each battery cell (12). And, the measuring unit (110) can measure the voltage of each battery cell (12).

[0095] In addition, the measuring unit (110) may be configured to measure the voltage of the battery cell (12) and, if the measured voltage satisfies a preset condition, measure the OCV (Open circuit voltage) of the battery cell (12). Specifically, the measuring unit (110) may measure the OCV when the voltage of the battery cell (12) reaches a preset voltage and when the battery is in an idle state.

[0096] Here, the preset voltage is a voltage value that is commonly applied to all battery cells (12) included in the battery pack (10) and is preset to unify the OCV measurement time point. For example, the preset voltage may be set as a discharge end voltage or a charge end voltage of a plurality of battery cells (12). As another example, the preset voltage may be preset as a specific voltage included in the voltage range of the battery cells (12) (e.g., 2.8 [V] to 4.2 [V]).

[0097] The measuring unit (110) can be connected to the control unit (120) via wires and / or wirelessly so as to be able to communicate with it. In addition, the measuring unit (110) can transmit information about the voltage of the measured battery cell (12) to the control unit (120).

[0098] The control unit (120) may be configured to determine the degree of degradation of each battery cell (12) based on the voltage measured by the measurement unit (110).

[0099] Specifically, the control unit (120) can determine the degree of degradation of the battery cell (12) based on the rate (voltage change rate) at which the voltage change rate (voltage difference or voltage ratio) between the voltage of the battery cell (12) and a preset reference voltage changes over time (as cycles elapse).

[0100] As the cycles elapse, the voltage change rate of the voltage fluctuation rate of the battery cell (12) may increase, remain constant, or decrease.

[0101] For example, if the voltage fluctuation rate between the voltage of the battery cell (12) and the reference voltage increases as the number of cycles elapses, the voltage fluctuation rate may increase. In this case, the control unit (120) may determine the degree of degradation of the battery cell (12) as normal degradation.

[0102] As another example, if the voltage fluctuation rate between the voltage of the battery cell (12) and the reference voltage remains the same or has no significant difference even after the cycle elapses, the voltage fluctuation rate can be maintained at a certain level. In this case, the control unit (120) can determine the degree of degradation of the battery cell (12) as normal degradation.

[0103] As another example, if the voltage fluctuation rate between the voltage of the battery cell (12) and the reference voltage becomes smaller as the number of cycles elapses, the voltage fluctuation rate may decrease. In this case, the control unit (120) may determine the degree of degradation of the battery cell (12) as linear degradation or accelerated degradation.

[0104] Here, normal degradation, linear degradation, and accelerated degradation refer to the degradation states of the battery cell (12) determined in terms of the degradation rate. Normal degradation refers to a state in which the battery cell (12) does not experience any performance degradation compared to the BOL (Beginning of Life) state. Linear degradation refers to a state in which the degradation of the battery cell (12) is not accelerated but progresses linearly. Accelerated degradation refers to a state in which the degradation of the battery cell (12) is gradually accelerated.

[0105] That is, the control unit (120) can determine the degree of degradation of each battery cell (12) by considering the pattern of increase and decrease in the voltage fluctuation rate between the voltage of the battery cell (12) and the reference voltage. A specific embodiment in which the control unit (120) determines the degree of degradation of each battery cell (12) will be described later.

[0106] The control unit (120) may be configured to determine the degradation state of each battery module (11) based on the degree of degradation of the corresponding battery cell (12).

[0107] Specifically, the battery module (11) may include one or more battery cells (12). That is, the control unit (120) may determine the degradation state of the battery module (11) by synthesizing the degradation levels of all battery cells (12) included in the battery module (11).

[0108] The degradation state of the battery module (11) can be determined based on whether the battery module (11) is degrading normally, and the control unit (120) can be configured to determine the degradation state of each battery module (11) as a normal degradation state or an abnormal degradation state.

[0109] As previously explained, battery cells (12) whose degradation degree is accelerated degradation are degrading more and more rapidly, while battery cells (12) whose degradation degree is linear degradation are degrading linearly at a predictable level. Accordingly, the control unit (120) can determine the degradation state of the corresponding battery module (11) based on the number or ratio of battery cells (12) whose degradation degree is determined to be accelerated degradation among the battery cells (12) included in the battery module (11).

[0110] That is, the more battery cells (12) whose degree of degradation is determined to be accelerated degradation are included, the more the degradation state of the corresponding battery module (11) can be determined as an abnormal degradation state. A specific embodiment in which the control unit (120) determines the degradation state of the battery module (11) will be described later.

[0111] The control unit (120) may be configured to set the upper limit power of the battery pack (10) according to the determined degradation state of the battery module (11).

[0112] In one embodiment, the control unit (120) may determine the power mode of the battery pack (10) as a normal mode, a warning mode, or an emergency mode depending on the determined degradation state of the battery module (11). In addition, the power modes may be preset so that the corresponding power is reduced in the order of the normal mode, the warning mode, and the emergency mode. That is, the control unit (120) may determine the determined power mode of the battery pack (10) and set the preset power corresponding to the determined power mode as the upper limit power of the battery pack (10).

[0113] In another embodiment, the upper limit power of the battery pack (10) may be set based on the output power of the battery modules (11) included in the battery pack (10). That is, the upper limit of the output of the battery pack (10) is the sum of the maximum outputs of all the included battery modules (11). Therefore, in order to set the upper limit power of the battery pack (10), the output of each battery module (11) included in the battery pack (10) must be taken into consideration.

[0114] For example, it is assumed that n battery modules (11) connected in series are included in a battery pack (10), and that the output of each battery module (11) is m. In this case, the upper limit power of the battery pack (10) can be set according to the formula “n×m”.

[0115] Preferably, the control unit (120) can determine the output of each battery module (11) by considering the degradation state of the battery module (11). For example, the control unit (120) can determine the output of each battery module (11) by using a weight determined to correspond to the degradation state.

[0116] Specifically, the control unit (120) may be configured to set the upper limit power of the battery pack (10) by weighting and adding weights corresponding to the degradation state determined to correspond to the output power of each battery module (11).

[0117] Assuming that a total of n battery modules (11) connected in series to a battery pack (10) are provided, the upper limit power of the battery pack (10) can be set using the following formula.

[0118] [formula]

[0119]

[0120] Here, P upper [kWh] is the upper limit power of the battery pack (10), and P k [kWh] is the output of the k battery module (11), and w k is a weight corresponding to the deterioration state of the k battery module (11).

[0121] A battery power setting device (100) according to one embodiment of the present invention can set an upper limit power optimized for the battery pack (10) by considering the degree of deterioration of the battery cells (12) included in the battery pack (10) and the deterioration state of the battery module (11). Accordingly, over-discharging of the battery pack (10) and accelerated deterioration of the battery cells (12) and the battery module (11) can be prevented.

[0122]

[0123] Meanwhile, the control unit (120) provided in the battery power setting device (100) may optionally include a processor, an application-specific integrated circuit (ASIC), another chipset, a logic circuit, a register, a communication modem, a data processing device, etc. known in the art to execute various control logics performed in the present invention. In addition, when the control logic is implemented in software, the control unit (120) may be implemented as a set of program modules. At this time, the program modules may be stored in a memory and executed by the control unit (120). The memory may be located inside or outside the control unit (120) and may be connected to the control unit (120) by various well-known means.

[0124] In addition, the battery power setting device (100) may further include a storage unit (130). The storage unit (130) may store data or programs required for each component of the battery power setting device (100) to perform operations and functions, or data generated in the process of performing operations and functions. The storage unit (130) is not particularly limited in type as long as it is a known information storage means known to be capable of recording, erasing, updating, and reading data. As an example, the information storage means may include RAM, flash memory, ROM, EEPROM, registers, etc. In addition, the storage unit (130) may store program codes defining processes executable by each component of the battery power setting device (100).

[0125]

[0126] Below, an embodiment in which the control unit (120) determines the degree of degradation of the battery cell (12) is specifically described.

[0127] The control unit (120) can be configured to calculate the voltage fluctuation rate based on the voltage of the battery cell (12) and a preset reference voltage.

[0128] Specifically, the reference voltage may be the OCV of the battery cell (12) in the BOL state or a voltage value set theoretically / experimentally.

[0129] For example, it is assumed that the measuring unit (110) measures the OCV of the battery cell (12) when the voltage of the battery cell (12) reaches the charge end voltage (or discharge end voltage). The reference voltage is the OCV of the battery cell (12) measured when the voltage of the battery cell (12) in the BOL state reaches the charge end voltage (or discharge end voltage).

[0130] As another example, the reference voltage may be preset to the OCV of a reference cell that is preset to correspond to the battery cell (12) or a reference cell that is determined theoretically / experimentally through simulation, etc., rather than the battery cell (12) in the BOL state.

[0131] The voltage of the k battery cell (12) is V k [V] and the reference voltage is V ref [V] is assumed. The control unit (120) is "V k -V ref " or by calculating the formula "Vk÷Vref", the voltage fluctuation rate of the kth battery cell (12) can be calculated.

[0132] The control unit (120) can be configured to calculate the voltage change rate of each battery cell (12) based on the calculated voltage change rate and pre-stored voltage change rate data.

[0133] Here, the voltage fluctuation rate data may be data in which the values ​​of the calculated voltage fluctuation rate are stored for each cycle as reference data for comparison with the calculated voltage fluctuation rate. Specifically, the pre-stored voltage fluctuation rate data is data in which the voltage fluctuation rate of the battery cell (12) calculated in the past is stored for each cycle. For example, if the current is the s-th cycle, the voltage fluctuation rate of the battery cell (12) from the 1st cycle to the s-1th cycle may be stored in the voltage fluctuation rate data.

[0134] The control unit (120) can calculate the voltage change rate based on the calculated voltage change rate and the past voltage change rate stored in the voltage change rate data.

[0135] Specifically, the control unit (120) can calculate a voltage change rate for a voltage change rate included in a cycle section selected based on the current cycle. Here, the voltage change rate may be an average change rate of a plurality of voltage change rates included in the selected cycle section or an instantaneous change rate of the voltage change rate of the current cycle in a predetermined cycle section. In other words, the voltage change rate is an indicator indicating an increase or decrease in the voltage change rate in a predetermined cycle section. Preferably, the voltage change rate may be calculated as 0, a positive number, or a negative number.

[0136] For example, it is assumed that the control unit (120) has selected the last 10 cycles including the current cycle. The control unit (120) can calculate the voltage change rate of the voltage change rate for the 10 cycles.

[0137] The control unit (120) may be configured to determine the degree of degradation as normal degradation when the voltage change rate is 0 or positive.

[0138] When the voltage change rate is 0, the cycle has elapsed but the voltage change rate of the battery cell (12) remains the same. That is, since the voltage change rate between the voltage of the battery cell (12) and the reference voltage does not increase or decrease but is constant, the control unit (120) can determine the degree of degradation of the battery cell (12) as normal degradation. Specifically, the control unit (120) can determine the voltage increase / decrease pattern of the battery cell (12) as a constant voltage pattern and determine the degree of degradation of the battery cell (12) as normal degradation.

[0139] When the voltage change rate is positive, the voltage change rate of the battery cell (12) increases as the cycle passes. That is, since the OCV of the battery cell (12) is not decreasing, the control unit (120) can determine the degree of degradation of the battery cell (12) as normal degradation. Specifically, the control unit (120) can determine the voltage increase / decrease pattern of the battery cell (12) as a voltage increase pattern and determine the degree of degradation of the battery cell (12) as normal degradation.

[0140] When the voltage change rate is negative, the voltage change rate of the battery cell (12) decreases as the cycle passes. That is, since the OCV of the battery cell (12) is decreasing, the control unit (120) can determine the degree of degradation of the battery cell (12) as linear degradation or accelerated degradation. Specifically, the control unit (120) can determine the voltage increase / decrease pattern of the battery cell (12) as a voltage decrease pattern and determine the degree of degradation of the battery cell (12) as linear degradation or accelerated degradation.

[0141] Here, in order to distinguish between linear degradation and accelerated degradation, the control unit (120) may be configured to determine the degree of degradation of each battery cell (12) based on a voltage change rate and a preset reference change rate. That is, the preset reference voltage change rate is a reference change rate set to determine the degree of degradation as either accelerated degradation or linear degradation when the voltage increase / decrease pattern of the battery cell (12) is determined as a voltage decrease pattern.

[0142] For example, the control unit (120) may be configured to determine the degree of degradation as linear degradation when the voltage change rate is negative and below a reference change rate. As another example, the control unit (120) may be configured to determine the degree of degradation as accelerated degradation when the voltage change rate is negative and exceeds a reference change rate.

[0143] That is, the battery power setting device (100) does not uniformly determine the degree of deterioration of the battery cell (12) based on the voltage increase / decrease pattern of the battery cell (12), but can specifically distinguish and determine the degree of deterioration of the battery cell (12) by comparing the voltage change rate of the battery cell (12) with the reference voltage change rate. Therefore, there is an advantage in that the current state of the battery cell (12) can be diagnosed in more detail and specifically.

[0144]

[0145] Below, an embodiment in which the control unit (120) determines the deterioration state of the battery module (11) is specifically described.

[0146] As previously explained, the degradation state of the battery module (11) can be determined based on the degree of degradation of the included battery cells (12).

[0147] The control unit (120) may be configured to determine the degradation state of each battery module (11) based on the number or ratio of battery cells (12) whose degree of degradation is determined to be accelerated degradation.

[0148] First, the control unit (120) can determine the degradation state of the battery module (11) as a normal degradation state or an abnormal degradation state depending on the presence or absence of a battery cell (12) whose degradation level is determined to be accelerated degradation.

[0149] For example, if the battery module (11) includes only battery cells (12) whose degradation level is determined to be normal degradation or linear degradation, the control unit (120) may determine the degradation state of the corresponding battery module (11) as a normal degradation state. Conversely, if the battery module (11) includes battery cells (12) whose degradation level is determined to be accelerated degradation, the control unit (120) may determine the degradation state of the corresponding battery module (11) as an abnormal state.

[0150] In addition, the control unit (120) can further determine the abnormal degradation state by dividing it into an abnormal degradation state or a complete degradation state. More specifically, the abnormal degradation state can be configured to include an abnormal degradation state or a complete degradation state based on the number or ratio of battery cells (12) determined to be accelerated degradation.

[0151] For example, the control unit (120) may be configured to determine the degradation state of the battery module (11) as an abnormal degradation state when the number of battery cells (12) determined to be accelerated degradation is greater than or equal to a first value or when the ratio is greater than or equal to the first ratio.

[0152] As another example, the control unit (120) may be configured to determine the degradation state of the battery module (11) as a complete degradation state when the number of battery cells (12) determined to be accelerated degradation is greater than or equal to a second value greater than or equal to a first value or when the ratio is greater than or equal to a second ratio greater than or equal to the first ratio.

[0153] That is, the control unit (120) can determine the degradation state of each battery module (11) as a normal degradation state, an abnormal degradation state, or a complete degradation state based on the number or ratio of battery cells (12) whose degradation level is determined to be accelerated degradation.

[0154] The battery power setting device (100) has the advantage of being able to independently determine the degradation state of each battery module (11) by determining the degradation state of the battery module (11) based on the degradation degree of the included battery cell (12).

[0155]

[0156] Meanwhile, the control unit (120) may be configured to decrease at least one of the first reference value, the first ratio, the second reference value, and the second ratio as the battery pack (10) deteriorates.

[0157] That is, the control unit (120) can more strictly determine the deterioration state of the battery module (11) by reducing the size of the reference value for determining the deterioration state of the battery module (11) as the battery pack (10) is used more frequently.

[0158] For example, as the magnitudes of the reference values, such as the first value, the first ratio, the second value, and the second ratio, decrease, the possibility that the degradation state of the battery module (11) will be determined as a complete degradation state rather than an abnormal degradation state increases.

[0159] And, it is assumed that the weight set for the battery module (11) whose degradation state is determined to be a normal degradation state is the first weight, the weight set for the battery module (11) whose degradation state is determined to be an abnormal degradation state is the second weight, and the weight set for the battery module (11) whose degradation state is determined to be a complete degradation state is the third weight. In this case, the first weight may be greater than the second weight and the third weight, and the second weight may be greater than the third weight. That is, the output of the battery module (11) whose degradation state is determined to be a complete degradation state is less than the output of the battery module (11) whose degradation state is determined to be an abnormal degradation state.

[0160] In other words, as the size of the reference value decreases, the output of the battery module (11) is calculated to be smaller, so that each battery module (11) can be prevented from deteriorating more. That is, the battery power setting device (100) has the advantage of being able to increase the lifespan of the battery pack (10) by reducing the size of the reference value based on the degree of deterioration of the battery pack (10).

[0161]

[0162] Below, an embodiment in which the control unit (120) determines the power mode of the battery pack (10) is specifically described.

[0163] The control unit (120) may be configured to set the power mode of the battery pack (10) to normal mode, warning mode, or emergency mode based on the number or ratio of battery modules (11) determined to be in an abnormal degradation state.

[0164] Specifically, the control unit (120) may be configured to determine the power mode based on the number or ratio of battery modules (11) whose degradation state is determined to be an abnormal degradation state or a complete degradation state.

[0165] For example, if the degradation states of all battery modules (11) included in the battery pack (10) are normal degradation states, the control unit (120) can set the power mode of the battery pack (10) to normal mode. In addition, if the degradation state of at least one of the battery modules (11) included in the battery pack (10) is an abnormal degradation state and the degradation states of the remaining ones are normal degradation states, the control unit (120) can set the power mode of the battery pack (10) to a warning mode. In addition, if the degradation state of at least one of the battery modules (11) included in the battery pack (10) is a complete degradation state, the control unit (120) can set the power mode of the battery pack (10) to an emergency mode.

[0166] As another example, when the ratio of battery modules (11) included in the battery pack (10) whose degradation state is an abnormal degradation state or a complete degradation state is less than a preset third ratio, the control unit (120) can set the power mode of the battery pack (10) to a normal mode. In addition, when the ratio of battery modules (11) included in the battery pack (10) whose degradation state is an abnormal degradation state or a complete degradation state is greater than or equal to the third ratio and less than a preset fourth ratio, the control unit (120) can set the power mode of the battery pack (10) to a warning mode. In addition, when the ratio of battery modules (11) included in the battery pack (10) whose degradation state is an abnormal degradation state or a complete degradation state is greater than or equal to the fourth ratio, the control unit (120) can set the power mode of the battery pack (10) to an emergency mode.

[0167] The battery power setting device (100) has the advantage of being able to specifically distinguish the power mode of the battery pack (10) according to the number or ratio of battery modules (11) whose degradation state is abnormal (abnormal degradation state or complete degradation state).

[0168]

[0169] The battery power setting device (100) according to the present invention can be applied to a BMS (Battery Management System). That is, the BMS according to the present invention can include the battery power setting device (100) described above. In this configuration, at least some of the components of the battery power setting device (100) can be implemented by supplementing or adding to the functions of the components included in a conventional BMS. For example, the measurement unit (110), control unit (120), and storage unit (130) of the battery power setting device (100) can be implemented as components of the BMS.

[0170] In addition, the battery power setting device (100) according to the present invention may be provided in a battery pack (10). That is, the battery pack (10) according to the present invention may include the above-described battery power setting device (100), one or more battery modules (11), and one or more battery cells (12). In addition, the battery pack (10) may further include electrical components (relays, fuses, etc.) and a case, etc.

[0171] FIG. 2 is a schematic drawing of a battery pack (10) according to another embodiment of the present invention.

[0172] A battery pack (10) may include a plurality of battery modules (11). And, each battery module (11) may include a plurality of battery cells (12).

[0173] The measuring unit (110) can be connected to a first sensing line (SL1) and a second sensing line (SL2). Specifically, the measuring unit (110) can measure the voltage of each of a plurality of battery modules (11) and a plurality of battery cells (12) included in the battery pack (10) through the first sensing line (SL1). In the embodiment of FIG. 2, only the first sensing line (SL1) is illustrated as a sensing line for voltage measurement, but it should be noted that a plurality of sensing lines can be connected so as to measure the voltage of each of the battery modules (11) and the battery cells (12).

[0174] In addition, the measuring unit (110) can be connected to a current measuring unit (A) via a second sensing line (SL3). For example, the current measuring unit (A) can be an ammeter or shunt resistor capable of measuring the charging current and discharging current of the battery pack (10).

[0175] An external device can be connected to the positive terminal (P+) and negative terminal (P-) of the battery pack (10). For example, the external device can be a charging device or a load. In addition, the positive terminal (P+) of the battery pack (10), the external device, and the negative terminal (P-) of the battery pack (10) can be electrically connected.

[0176]

[0177] FIG. 3 is a diagram schematically illustrating a battery power setting method according to another embodiment of the present invention.

[0178] Referring to FIG. 3, the battery power setting method may include a voltage measurement step (S100), a battery cell degradation degree determination step (S200), a battery module degradation state determination step (S300), and a battery pack upper limit power setting step (S400).

[0179] Preferably, each step of the battery power setting method can be performed by the battery power setting device (100). In the following, for convenience of explanation, any content that overlaps with the previously described content will be omitted or briefly described.

[0180] The voltage measurement step (S100) is a step of measuring the voltage of each battery cell (12) under preset conditions, and can be performed by the measurement unit (110).

[0181] For example, the measuring unit (110) may be configured to periodically or aperiodically measure the voltage of the battery cell (12), and measure the OCV of the battery cell (12) when the measured voltage satisfies a preset condition. Specifically, the measuring unit (110) may measure the OCV when the battery is in a resting state, when the voltage of the battery cell (12) reaches a preset voltage.

[0182] The step of determining the degree of degradation of the battery cell (S200) is a step of determining the degree of degradation of each battery cell (12) based on the voltage measured by the voltage measurement step (S100), and can be performed by the control unit (120).

[0183] Specifically, the control unit (120) can determine the degree of degradation of the battery cell (12) based on the rate of change (voltage change rate) of voltage fluctuation between the voltage of the battery cell (12) and a preset reference voltage over time (as cycles elapse).

[0184] The step (S300) of determining the degradation state of the battery module is a step of determining the degradation state of each battery module (11) based on the degree of degradation of the corresponding battery cell (12), and can be performed by the control unit (120).

[0185] The control unit (120) may be configured to determine the degradation state of each battery module (11) based on the number or ratio of battery cells (12) whose degree of degradation is determined to be accelerated degradation.

[0186] First, the control unit (120) can determine the degradation state of the battery module (11) as a normal degradation state or an abnormal degradation state depending on the presence or absence of a battery cell (12) whose degradation level is determined to be accelerated degradation. Then, the control unit (120) can re-determine the degradation state of the battery module (11) whose degradation state is determined to be abnormal degradation state as an abnormal degradation state or a complete degradation state.

[0187] The battery pack upper limit power setting step (S400) is a step of setting the upper limit power of the battery pack (10) by determining the output of each battery module (11) according to the determined degradation state, and can be performed by the control unit (120).

[0188] The control unit (120) may be configured to set the power mode of the battery pack (10) to normal mode, warning mode, or emergency mode based on the number or ratio of battery modules (11) determined to be in an abnormal degradation state.

[0189] Specifically, the control unit (120) may be configured to determine the power mode based on the number or ratio of battery modules (11) whose degradation state is determined to be an abnormal degradation state or a complete degradation state.

[0190]

[0191] Figure 4 is a schematic drawing of a vehicle (1) according to another embodiment of the present invention.

[0192] Referring to FIG. 4, a vehicle (1) may include a battery pack (10), an electric control unit (ECU) (20), a motor control unit (MCU) (30), a motor (40), a low voltage DC-DC converter (LDC) (50), and a low voltage battery (60).

[0193] Here, the battery pack (10) may include one or more battery modules (11) and a BMS (Battery Management System) (15). In addition, the BMS (15) may include a battery power setting device (100). For example, in the embodiment of FIG. 4, the battery power setting device (100) is illustrated as being included in the BMS (15), but the battery power setting device (100) may be implemented by supplementing or adding the functions of the components included in the BMS (15).

[0194] Meanwhile, although not shown, a vehicle (1) according to one embodiment of the present invention includes a main relay. The main relay is placed on a predetermined power line connected to a battery pack (10) and controls the direct current power output through the battery pack (10).

[0195] The electronic control device (20) can integrate and control power within the vehicle (1). The electronic control device (20) can integrate and control power within the vehicle (1), such as motor control, regenerative braking control, air conditioning load control, and electrical load power supply control.

[0196] The electronic control device (20) includes a drive control unit (21). The drive control unit (21) can transmit a power control signal required for driving the motor (40) to the BMS (15).

[0197] The electronic control device (20) can transmit a control signal required for driving the motor (40) to the motor control device (30). The electronic control device (20) can transmit a pulse width modulation (PWM) control signal required for driving the motor (40) to the motor control device (30) as the vehicle (1) accelerates or decelerates. The motor control device (30) can receive power required for driving the motor (40) from the battery pack (10) based on the pulse width modulation control signal received from the electronic control device (20).

[0198] The electronic control device (20) can distinguish between elements essential for driving the vehicle (1) and other elements and transmit the power control signal required for each element to the BMS (15).

[0199] The electronic control unit (20) can transmit a low-voltage control signal for supplying power to the low-voltage battery (60) to the low-voltage DC converter (50) and the BMS (15). The low-voltage battery (60) may be a device that supplies power to electrical components that are driven at low voltage. The low-voltage DC converter (50) can receive power to charge the low-voltage battery (60) from the battery pack (10) based on the low-voltage control signal transmitted from the electronic control unit (20).

[0200] The motor control device (30) can control the driving of the motor (40). The motor control device (30) can include an inverter and an inverter control unit.

[0201] The inverter receives direct current power from the battery pack (10) according to the switching state of the main relay. In addition, the inverter can convert direct current (DC) power supplied from the battery pack (10) into alternating current (AC) power and supply the converted AC power to the motor (40). Here, it is preferable that the AC power converted by the inverter is three-phase AC power.

[0202] In particular, the inverter may be formed of an IGBT (Insulated Gate Bipolar Transistor), and the direct current power supplied from the battery pack (10) may be converted into alternating current power as the IGBT is turned on or off according to a pulse width modulation control signal. The converted alternating current power may drive the motor (40). That is, the motor control device (30) may control the operation of the motor (40) according to the pulse width modulation control signal received from the electronic control device (20).

[0203] The motor control device (30) can receive power output from the battery pack (10). At this time, the battery pack (10) can supply power based on a power control signal required for driving the motor (40) transmitted from the electronic control device (20) to the BMS (15). The motor control device (30) can transmit the power output from the battery pack (10) to the motor (40).

[0204] The drive control unit (21) can determine the driving conditions of the motor (40) and calculate a driving value to drive the motor (40) based on the determined driving conditions. The drive control unit (21) can generate a pulse width modulation control signal for controlling the inverter (preferably, for switching control of the IGBT constituting the inverter) based on the calculated driving value.

[0205] Accordingly, the inverter can selectively perform an on-off operation according to a pulse width modulation control signal received from the drive control unit (21), thereby converting the direct current power supplied from the battery pack (10) into alternating current power.

[0206] The motor (40) can be driven by AC power transmitted from the motor control device (30). The driving speed of the motor (40) can be increased or decreased according to the pulse width modulation control signal of the motor control device (30). That is, the motor (40) can change the rotation speed (revolutions per minute; hereinafter referred to as RPM) according to the control signal of the motor control device (30). The output of the motor (40) can vary depending on the amount of power supplied from the battery pack (10).

[0207] The motor (40) includes a stator (not shown) that is fixed and does not rotate, and a rotor (not shown) that rotates. The motor receives AC power supplied through an inverter.

[0208] The motor (40) may be, for example, a three-phase motor, and when a voltage-variable / frequency-variable AC power source is applied to the coils of each phase's stator, the rotational speed of the rotor varies depending on the applied frequency.

[0209] The motor (40) can take various forms, such as an induction motor, a BLDC motor (blushless DC motor), and a reluctance motor.

[0210] Meanwhile, a drive gear (not shown) may be provided on one side of the motor (40). The drive gear converts the rotational energy of the motor (40) into kinetic energy according to a gear ratio. The rotational energy output from the drive gear is transmitted to the front wheels and / or rear wheels to move the electric vehicle (1).

[0211] Meanwhile, the automobile (1) according to the embodiment of the present invention may be a concept that includes not only a pure electric automobile using a battery pack (10) and a motor (40), but also a hybrid electric automobile using an engine and a battery pack (10) and a motor (40).

[0212] In addition, although not shown in the drawing, the automobile (1) may further include a current measuring unit that detects the size of the current supplied to the motor (40) according to the driving state of the motor (40) as described above.

[0213] The current measuring unit detects the three-phase current values ​​(u-phase current value, v-phase current value, w-phase current value) supplied to the motor (40) and transmits them to the drive control unit (21).

[0214] The low-voltage DC converter (50) can charge the low-voltage battery (60) by converting the high-voltage DC output from the battery pack (10) into a low-voltage DC and supplying it to the low-voltage battery (60). The motor (40) of the automobile (1) can directly receive the high voltage from the battery pack (10) with the high voltage as its rated voltage, but since the electrical components of the automobile (1) have a low voltage (e.g., 12 V) as their rated voltage, it is necessary to lower the high voltage output from the battery pack (10) to a low voltage. Accordingly, the low-voltage DC converter (50) can charge the low-voltage battery (60) by converting the high voltage output from the battery pack (10) into a low voltage based on a low-voltage control signal transmitted from the electronic control device (20).

[0215] A low-voltage battery (60) can be charged by receiving power from a battery pack (10) charged at a high voltage. The low-voltage battery (60) can be charged by receiving low-voltage power converted from the high voltage output from the battery pack (10) through a low-voltage direct current converter (50). The low-voltage battery (60) can supply power to electrical components that use low voltage as their rated voltage.

[0216] Although not shown, the vehicle (1) may further include a user interface. The user interface may display the power mode of the battery pack (10) set by the BMS (15). Specifically, the power mode of the battery pack (10) is set by a battery power setting device.

[0217] The user interface can display the normal mode, warning mode, and emergency mode set as power modes in the BMS (15) by distinguishing them with letters or colors. For example, the user interface can display the power mode of the battery pack (10) as one of the normal mode, warning mode, and emergency mode by distinguishing them with letters on the display panel of the vehicle (1). In addition, the user interface can display the power modes by distinguishing them with colors such as green for normal mode, yellow for warning mode, and red for emergency mode on the display panel of the vehicle (1).

[0218]

[0219] FIG. 5 and FIG. 6 are schematic drawings illustrating a control method of a vehicle (1) according to another embodiment of the present invention.

[0220] Steps S200, S300, and S400 are steps performed by the control unit (120) of the battery power setting device (100), and since they overlap with the previously described contents, a detailed description thereof is omitted.

[0221] Step S500 is a step for limiting the output of the motor (40), which can be performed by the drive control unit (21) of the electronic control device (20).

[0222] The drive control unit (21) can be configured to limit the maximum output of the motor (40) to an output corresponding to the upper limit power or less.

[0223] Specifically, the electronic control device (20) can receive information on the upper limit power of the battery pack (10) from the battery power setting device (100). Preferably, the drive control unit (21) can receive information on the upper limit power of the battery pack (10) from the control unit (120).

[0224] In addition, the drive control unit (21) can limit the maximum output of the motor (40) to an output corresponding to the upper limit power of the battery pack (10) or lower in order to delay over-discharge and degradation of the battery pack (10). That is, the drive control unit (21) can limit the maximum output of the motor (40) to correspond to the upper limit power of the battery pack (10).

[0225] In the embodiment of FIG. 6, when the power mode of the battery pack (10) is in the normal mode, the maximum output may be set to the first output. Then, when the power mode of the battery pack (10) is in the warning mode, the maximum output may be set to the second output. Finally, when the power mode of the battery pack (10) is in the emergency mode, the maximum output may be set to the third output. Preferably, the first output is greater than the second and third outputs, and the second output is greater than the third output.

[0226] For example, even if a driving command exceeding the maximum output of the motor (40) is input to the electronic control device (20) by the driver, the driving control unit (21) can maintain the output of the motor (40) below the set maximum output. In addition, the electronic control device (20) can notify the driver through the user interface that the output of the motor (40) is limited below the set maximum output.

[0227] A vehicle (1) according to one embodiment of the present invention can delay the deterioration of a battery pack (10) by limiting the output of a motor (40) to an output corresponding to an upper limit power of a battery pack (10) or less.

[0228]

[0229] The drive control unit (21) may be configured to further consider the SOH of the battery pack in order to control the output of the motor. That is, in step S40, the drive control unit (21) may compare the SOH (State of Health) of the battery pack (10) with a reference SOH and then control the output of the motor (40).

[0230] The drive control unit (21) can receive information on the SOH of the battery pack (10) from the BMS (15). Here, the BMS (15) can estimate the SOH of the battery pack (10) by comparing the capacity or internal resistance of the battery pack (10) with the initial value of the battery pack (10). Since various conventional techniques can be employed for the SOH estimation method, a detailed description thereof will be omitted.

[0231] The drive control unit (21) can temporarily release the limitation on the output of the motor (40) only when the SOH of the battery pack (10) exceeds the reference SOH. That is, when the SOH of the battery pack (10) exceeds the reference SOH, even if the power of the battery pack (10) is temporarily over-discharged to exceed the set upper limit power, it may not have a significant effect on the deterioration of the battery pack (10). This is because the state of the battery pack (10) is very healthy. Therefore, the drive control unit (21) can temporarily release the limitation on the output of the motor (40) depending on the state of the battery pack (10) in order to improve the output of the motor (40).

[0232] Specifically, when an output request exceeding the upper limit power is input, the drive control unit (21) can be configured to limit the maximum output of the motor (40) to correspond to the upper limit power after a preset time corresponding to the power mode of the battery pack (10).

[0233] In one embodiment, it is assumed that the SOH of the battery pack (10) exceeds the reference SOH. When the power mode of the battery pack (10) is the normal mode, the drive control unit (21) may set the maximum output to the first output and set the output restriction release time to the first time. Then, when the power mode of the battery pack (10) is the warning mode, the drive control unit (21) may set the maximum output to the second output and set the output restriction release time to the second time. Finally, when the power mode of the battery pack (10) is the emergency mode, the drive control unit (21) may set the maximum output to the third output and set the output restriction release time to the third time. Preferably, the first time is greater than the second time and the third time, and the second time is greater than the third time. More preferably, the third time is set to 0 so that the battery pack (10) whose power mode is the emergency mode does not release the output restriction.

[0234] For example, it is assumed that the SOH of the battery pack (10) exceeds the reference SOH and the power mode of the battery pack (10) is determined to be the normal mode. When a driving command exceeding the maximum output of the motor (40) is input to the electronic control unit (20) by the driver, the driving control unit (21) can maintain the output of the motor (40) at an output corresponding to the driving command only for a first time, and thereafter limit the output of the motor (40) to an output corresponding to the upper limit power of the battery pack (10).

[0235] In another embodiment, it is assumed that the SOH of the battery pack (10) is lower than the reference SOH. In this case, even if the power mode of the battery pack (10) is determined to be the normal mode, the output limitation of the motor (40) may not be released.

[0236] A vehicle (1) according to one embodiment of the present invention has the advantage of increasing driver satisfaction by dynamically releasing the output limitation of the motor (40) based on the SOH of the battery pack (10).

[0237]

[0238] Below, another embodiment in which the drive control unit (21) controls the drive of the motor (40) is described.

[0239] The drive control unit (21) can be configured to obtain weather information.

[0240] For example, a vehicle (1) can measure weather-related factors such as temperature and humidity outside the vehicle (1) through equipped sensors. In addition, an electronic control device (20) can generate weather information outside the vehicle (1) based on the weather-related factors measured through the sensors.

[0241] As another example, the vehicle (1) may further include a weather information acquisition unit (not shown). The weather information acquisition unit may measure weather-related factors, such as temperature and humidity, outside the vehicle (1) via sensors to generate weather information outside the vehicle (1). The weather information acquisition unit may then transmit the generated weather information to the driving control unit (21).

[0242] For convenience of explanation, the following description assumes that weather information includes temperature and humidity information. However, it should be noted that weather information may include any weather-related factor that may affect the deterioration of the battery pack (10), and may also include single information such as temperature or humidity.

[0243] The driving control unit (21) can be configured to determine a weight corresponding to weather information obtained from a preset table.

[0244] Specifically, the table is a table in which weights corresponding to weather-related factors are preset. For example, the table may have weights preset according to temperature and humidity. More specifically, when the temperature is t℃ and the humidity is h%, the corresponding weights may be preset. The driving control unit (21) can determine the weights corresponding to the weather information by inputting the acquired weather information into the table. Here, the weights may be within a range of 0 or more and 1 or less.

[0245] If the acquired weather information is at a level that does not affect the deterioration of the battery pack (10), the weight may be determined as 1. Conversely, if the acquired weather information is at a level that affects the deterioration of the battery pack (10) (e.g., high temperature and humidity), the weight may be determined in a range of 0 or more and less than 1.

[0246] The drive control unit (21) can be configured to add the determined weight to the output corresponding to the upper limit power.

[0247] Specifically, the drive control unit (21) can calculate an output corresponding to the upper limit power of the battery pack (10) and add a determined weight to the calculated output. For example, the drive control unit (21) can reduce the calculated output by multiplying the calculated output by the weight.

[0248] The drive control unit (21) can be configured to limit the output of the motor (40) to less than the weighted output.

[0249] The driving control unit (21) can primarily limit the output of the motor (40) to an output corresponding to the upper power limit of the battery pack (10), and secondarily limit the output of the motor (40) to an output with a weight added considering weather information. Accordingly, even if the vehicle (1) is driven, the motor (40) is driven within a limited output range, so that the deterioration of the battery pack (10) can progress slowly.

[0250] In general, the degradation rate of a battery pack (10) may be affected by factors such as temperature and humidity. For example, a battery pack (10) exposed to a high temperature and high humidity environment is prone to internal overheating, which may cause the chemical reaction rate inside the battery cells to increase, resulting in rapid heat generation, and thus unstable heat accumulation.

[0251] In addition, as the battery pack (10) is exposed to a high temperature environment, the amount of internal gas generated in the battery cell (12) may increase. In this case, the swelling phenomenon in which the battery cell (12) swells may occur due to the increased internal gas, and there is a problem in that the internal gas may be emitted from the battery cell (12) as the battery cell (12) is vented.

[0252] Accordingly, a battery pack (10) exposed to such an environment may deteriorate more rapidly than a battery pack (10) that is not exposed to such an environment. Therefore, a vehicle (1) according to one embodiment of the present invention can more effectively prevent deterioration of the battery pack (10) by further limiting the output of the motor (40) using a weight based on weather information.

[0253]

[0254] Below, another embodiment in which the drive control unit (21) controls the drive of the motor (40) is described.

[0255] The vehicle (1) may further include a navigation unit (not shown). The driver may operate the navigation unit to set a destination. In this case, the navigation unit may calculate a target driving distance by considering the optimal route from the current location of the vehicle (1) to the destination set by the driver. Here, the navigation unit may obtain real-time road traffic information from an external source via a wired and / or wireless network, and determine the optimal route to the destination by considering the obtained real-time road traffic information.

[0256] The driving control unit (21) can be configured to obtain information about the target driving distance to the destination, the capacity of the battery pack (10), and the driving pattern of the vehicle (1).

[0257] Here, the target driving distance is a distance corresponding to the optimal route to the destination calculated by the navigation unit, and the driving control unit (21) can receive the target driving distance from the navigation unit. The capacity of the battery pack (10) is information about the SOC of the battery pack (10), and the driving control unit (21) can receive information about the capacity of the battery pack (10) from the control unit (120). The driving pattern is information about the fuel economy ([km / kWh]) of the vehicle (1), and can be stored in advance in the memory unit (not shown) of the electronic control device (20).

[0258] The drive control unit (21) can be configured to control the drive of the motor (40) based on the upper limit power, the capacity of the battery pack (10), the target driving distance, and the driving pattern.

[0259] First, the driving control unit (21) can be configured to produce a first output value corresponding to the upper limit power. Specifically, the driving control unit (21) can convert the upper limit power of the battery pack (10) set by the control unit (120) into an output value of the motor (40) to produce the first output value.

[0260] The driving control unit (21) may be configured to calculate a second output value for driving the target driving distance based on the capacity of the battery pack (10) and the driving pattern. Specifically, the driving control unit (21) may calculate a second output value for driving the target driving distance of the vehicle (1) using the SOC of the battery pack (10) when considering the electric efficiency of the vehicle (1). For example, the control unit (120) may calculate the maximum value among the output values ​​of the motor (40) that the vehicle (1) can output to reach the destination within the SOC of the battery pack (10) when considering the electric efficiency of the vehicle (1), as the second output value.

[0261] The drive control unit (21) can be configured to limit the output of the motor (40) to a smaller value between the first output value and the second output value.

[0262] Specifically, the drive control unit (21) can select a lower output value between the first output value and the second output value. In addition, the drive control unit (21) can control the output of the motor (40) to be lower than the selected output value.

[0263] That is, if the output of the motor (40) is limited to the first output value calculated by considering only the upper limit power of the battery pack (10), the capacity of the battery pack (10) may decrease more rapidly than expected, making it impossible to drive to the destination. Therefore, the automobile (1) according to one embodiment of the present invention has an advantage in that, when a destination is set, the output of the motor (40) can be further limited so that the automobile (1) can reach the destination by controlling the driving of the motor (40) based on the result of comparing the first output value and the second output value.

[0264]

[0265] The driving control unit (21) can be configured to calculate a second output value that causes the capacity of the battery pack (10) to be greater than or equal to a preset threshold capacity when the target driving distance is reached, taking into account the driving pattern.

[0266] Specifically, the battery pack (10) may degrade more slowly when the SOC is maintained within an appropriate range than when it is fully charged and fully discharged. For example, maintaining the SOC in the range of 20% to 80% based on the SOC of the battery pack (10) may delay the deterioration of the battery pack (10) compared to when it is used in the range of 0% to 100% of the SOC. Accordingly, the driving control unit (21) may calculate a second output value that causes the capacity of the battery pack (10) to be equal to or greater than a preset threshold capacity (e.g., SOC 20% or a capacity corresponding thereto) even when the target driving distance is reached.

[0267] That is, the drive control unit (21) can delay the deterioration of the battery pack (10) by preventing the capacity of the battery pack (10) from decreasing below the critical capacity during the driving process to the destination. Therefore, the expected lifespan of the battery pack (10) can be increased through the drive control of the motor (40).

[0268]

[0269] Hereinafter, with reference to FIGS. 7 and 8, another embodiment in which the drive control unit (21) controls power distribution to essential and additional elements based on the upper limit power of the battery pack (10) will be described.

[0270] Devices essential to driving a vehicle are described as essential components. For example, essential components may include devices directly related to the vehicle's drive and operation, such as motors, reducers, and inverters.

[0271] Additionally, the devices included in a car, excluding the essential ones, are described as auxiliary components. For example, auxiliary components may include devices that are not essential to the operation of the car but aid in driving or provide driver convenience, such as air conditioning, audio, and display devices.

[0272] However, it should be noted that the above-described essential elements and additional elements are only examples and are not limited by the present invention.

[0273] FIG. 7 and FIG. 8 are schematic drawings illustrating a method for controlling a vehicle according to another embodiment of the present invention.

[0274] Steps S200, S300, and S400 are steps performed by the control unit (120) of the battery power setting device (100), and since they overlap with the previously described contents, a detailed description thereof is omitted.

[0275] Step S600 is a step for controlling the distribution of power of the battery pack, and can be performed by the drive control unit (21) of the electronic control device (20).

[0276] The drive control unit (21) can be configured to control power distribution to essential and additional elements of the vehicle (1) based on the upper limit power of the battery pack (10).

[0277] Specifically, the electronic control device (20) can receive information on the upper limit power of the battery pack (10) from the battery power setting device (100). Preferably, the drive control unit (21) can receive information on the upper limit power of the battery pack (10) from the control unit (120).

[0278] In addition, the drive control unit (21) can distribute power to essential elements and additional elements within the upper power limit of the battery pack (10) in order to delay over-discharge and degradation of the battery pack (10).

[0279] Preferably, the drive control unit (21) may be configured to control the output of the battery pack (10) so that power is supplied first to essential elements within the range of the upper power limit, and then power is supplied to additional elements within the range of the remaining power. That is, the drive control unit (21) may set the priority of the essential elements to be higher than that of the additional elements, and control the output of the battery pack (10) so that power is supplied first to the essential elements with higher priority.

[0280] More preferably, the drive control unit (21) can set priorities among devices included in the essential elements and also among devices included in the additional elements. Furthermore, the drive control unit (21) can control the output of the battery pack (10) so that power is input starting from devices with the highest priority.

[0281] If it is anticipated that at least one of the essential elements will not be supplied with the minimum required power (the minimum power required to operate the device), the drive control unit (21) can control the output of the battery pack (10) so that power greater than the minimum required power is supplied to all devices included in the essential elements. In this case, since power is supplied to all the essential elements, operation of the vehicle (1) is possible.

[0282] For example, if the recommended required power (the recommended power required to drive the corresponding device) is supplied by considering the priorities of the devices included in the essential elements, there may be cases where even the minimum required power cannot be supplied to at least one of the essential elements. In such a case, since driving the vehicle (1) itself is impossible, the driving control unit (21) can control the output of the battery pack (10) so that power corresponding to the minimum required power is supplied to all devices included in the essential elements within the upper power limit of the battery pack (10).

[0283] If, even within the upper power limit of the battery pack (10), power corresponding to the minimum required power cannot be supplied to all devices included in the essential elements, the driving control unit (21) may temporarily release the restriction on the upper power limit of the battery pack (10) so that power corresponding to the minimum required power is supplied to all devices included in the essential elements. In addition, the driving control unit (21) may notify the driver through the user interface that the restriction on the upper power limit of the battery pack (10) has been temporarily released.

[0284] The automobile (1) according to the present invention has the advantage of being able to provide the power required for driving the automobile (1) preferentially by appropriately distributing power to essential elements and additional elements within the upper power limit of the battery pack (10).

[0285]

[0286] Referring to FIG. 8, the drive control unit (21) may be configured to control power distribution to essential elements and additional elements based on the power mode of the battery pack (10). Here, the power mode of the battery pack (10) is set by the control unit (120) and may be set to a normal mode, a warning mode, or an emergency mode.

[0287] The drive control unit (21) can distinguish between elements to supply power and elements to stop supplying power based on the power mode of the battery pack (10).

[0288] When the power mode of the battery pack (10) is the normal mode, the drive control unit (21) can control the output of the battery pack (10) so that power is supplied to all elements (essential elements and additional elements) of the vehicle (1).

[0289] For example, the drive control unit (21) can control the output of the battery pack (10) so that the recommended required power required by each device of all elements is supplied to the corresponding device.

[0290] When the power mode of the battery pack (10) is a warning mode, the drive control unit (21) can control the output of the battery pack (10) so that power is supplied to essential elements first, and lower power is supplied to additional elements than when the power mode of the battery pack (10) is a normal mode.

[0291] For example, the drive control unit (21) can control the output of the battery pack (10) so that the recommended required power required by each device of the essential element is supplied to the corresponding device. In addition, the drive control unit (21) can control the output of the battery pack (10) so that the power that is equal to or greater than the minimum required power required by each device of the additional element and less than the recommended required power is supplied to the corresponding device.

[0292] When the power mode of the battery pack (10) is an emergency mode, the drive control unit (21) can control the output of the battery pack (10) so that power is supplied only to essential elements and no power is supplied to additional elements or the minimum required power required by each device is supplied.

[0293] For example, the drive control unit (21) can control the output of the battery pack (10) so that power equal to or greater than the minimum required power required by each device of the essential elements and equal to or less than the recommended required power is supplied to the corresponding device. In addition, the drive control unit (21) can limit the output of the battery pack (10) so that power is not supplied to each device of the additional elements.

[0294] As another example, when power is supplied to each device of the essential elements and there is power remaining in the battery pack (10), the drive control unit (21) can control the output of the battery pack (10) so that the minimum required power required by each device of the additional elements is supplied within the remaining power range of the battery pack (10).

[0295]

[0296] Hereinafter, with reference to FIGS. 9 to 45, a vehicle according to another embodiment of the present invention will be described in detail.

[0297] Figure 9 is a perspective view of a hybrid vehicle according to one embodiment.

[0298] Referring to FIG. 9, a hybrid vehicle (1) may include a first battery (200), an engine (300), and a motor (400) connected to the first battery (200).

[0299] The first battery (200) may correspond to the battery pack (10) described above. The motor (400) may correspond to the motor (40) described above.

[0300] The first battery (200) can supply charged electric energy to the motor (400). The motor (400) can convert the electric energy supplied from the first battery (200) into kinetic energy to provide power to the hybrid vehicle (1). The engine (300) is arranged separately from the motor (400) and can provide power to the hybrid vehicle (1) based on fuel supplied from a fuel tank (see 600 of FIG. 10). That is, the vehicle (1) according to FIG. 1 can be a hybrid vehicle driven by the motor (400) and / or the engine (300). In FIG. 1, the engine (300) and the motor (400) are exemplified as providing power only to two wheels (front wheels) located at the front end (FP) of the hybrid vehicle (1), but this is not limited thereto, and the engine (300) and the motor (400) may provide power only to two wheels (rear wheels) located at the rear end (RP) of the hybrid vehicle (1), or may provide power to both the front and rear wheels. Hereinafter, for convenience of explanation, the explanation will be centered on the case where the engine (300) and the motor (400) are located at the front end (FP) and provide power to the front wheels.

[0301] Fig. 10 is an exploded perspective view of the hybrid vehicle according to Fig. 9. Fig. 11 is a drawing showing in detail the configuration of the hybrid vehicle according to Fig. 10.

[0302] Referring to FIGS. 10 and 11, a hybrid vehicle (1) may include a first battery (200), an engine (ENGINE, 300), a motor (MOTOR, 400), a transmission (TRANSMISSION, 500), a fuel tank (600), an electronic control unit (ECU, 700), a battery management system (BMS, Battery Management System, 800), and a plug-in charger (900).

[0303] The battery management device (800) according to the present invention may correspond to the BMS (15) described above. That is, the battery power setting device (100) may be applied to the battery management device (800). For example, the measurement unit (110), control unit (120), and storage unit (130) of the battery power setting device (100) may be implemented as components of the battery management device (800).

[0304] The first battery (200) can be charged via a plug-in charger (900). The first battery (200) may be a plug-in charging type battery. The plug-in charger (900) can receive electric energy from an external electric charging device and supply the electric energy to the first battery (200), thereby charging the first battery (200). The first battery (200) can be connected to a motor (400).

[0305] The engine (300) can provide power to the hybrid vehicle (1) based on fuel supplied from the fuel tank (600). The motor (400) can convert electric energy supplied from the first battery (200) into kinetic energy to provide power to the hybrid vehicle (1). A clutch may be further arranged between the engine (300) and the motor (400), but is not limited thereto.

[0306] The transmission (500) may be positioned between the motor (400) and the wheels, but is not limited thereto. The transmission (500) may shift the power of the motor (400) and / or the power of the engine (300) to move the wheels. A final reduction gear may be further positioned between the transmission (500) and the wheels, but is not limited thereto.

[0307] The engine (300), motor (400) and transmission (500) can be placed in the front part (FP) of the hybrid vehicle (1).

[0308] A fuel tank (600) can be connected to an engine (300). The fuel tank (600) supplies fuel to the engine (300), and the engine (300) can generate kinetic energy based on the supplied fuel.

[0309] The electronic control device (700) can control the engine (300), motor (400), transmission (500), and battery management device (800). The electronic control device (700) can correspond to the electronic control device (20) described above.

[0310] The battery management device (800) can control the first battery (200). The battery management device (800) can correspond to the BMS (15) described above.

[0311] The battery management device (800) can control the output and charging of the first battery (200). While the battery management device (800) is exemplified as being placed separately from the first battery (200), it is not limited thereto and may be placed within the first battery (200). For convenience of explanation, the following description will focus on the battery management device (800) being placed separately outside the first battery (200).

[0312] Fig. 12 is a perspective view showing the first battery (200) according to Fig. 11.

[0313] Referring to FIG. 12, the first battery (200) may include a plurality of battery modules (210). The battery modules (210) may correspond to the battery modules (11) described above.

[0314] However, the first battery (200) may not be limited thereto. That is, the first battery (200) may be manufactured through a cell-to-pack process without going through the manufacturing step of a battery module (210) including a plurality of battery cells. However, for convenience of explanation, the following description will focus on the first battery (200) including a battery module and battery cells.

[0315] Meanwhile, the first battery (200) may further include other components other than battery cells, such as known components of the first battery (200), such as a BMS, a bus bar, a pack case, a relay, a current sensor, etc.

[0316] Fig. 13 is a perspective view showing a battery module (210) of the first battery (200) of Fig. 12.

[0317] Referring to FIG. 13, a battery module (210) may include battery cells (220). The battery module (210) may include, for example, a cell assembly including a plurality of battery cells (220) electrically connected to each other and a module housing that accommodates the cell assembly.

[0318] Fig. 14 is a perspective view showing the appearance of the battery cell (220) of Fig. 13. Fig. 15 is an exploded perspective view of the cell (220) of the battery of Fig. 14.

[0319] Referring to FIGS. 14 and 15, the battery cell (220) may include an electrode assembly (230), an electrode lead (240) extending from the electrode assembly (230), and a cell case (250) that accommodates the electrode assembly (230) such that the electrode lead (240) is extended to the outside.

[0320] The electrode assembly (230), although not illustrated in detail, may include a first electrode plate having a first electrode tab, a second electrode plate having a second electrode tab, and a separator interposed between the first electrode plate and the second electrode plate. The first electrode plate may be a positive electrode plate coated with a positive active material or a negative electrode plate coated with a negative active material, and the second electrode plate may correspond to an electrode plate having a polarity opposite to that of the first electrode plate. The first electrode tab may be at least a portion of a non-coated portion of the first electrode plate on which the positive active material or the negative active material is not coated. The second electrode tab may be at least a portion of a non-coated portion of the second electrode plate on which the positive active material or the negative active material is not coated. This non-coated portion may be a portion that protrudes from the first electrode plate or the second electrode plate of the electrode assembly (230). Specifically, the electrode tab may be formed by gathering portions of the non-coated portion processed by a notching process. Meanwhile, in the present invention, the electrode tab is not limited to being at least a portion of the non-coated portion. That is, the electrode tab may be provided separately and may be combined with the non-conductive part.

[0321] The electrode lead (240) may extend from the electrode assembly (230). The electrode lead (240) may be connected to the electrode tab by welding or the like. The electrode leads (240) may be provided as a pair and may be provided on one or both sides of the electrode assembly (230).

[0322] The cell case (250) can accommodate the electrode assembly (230) so that the electrode lead (240) is pulled outward. The cell case (250) can accommodate an electrolyte therein and accommodate the electrode assembly (230) therein in an impregnated form. The electrode leads (240) can be pulled out from each of both sides of the cell case (250) or can be pulled out from only one side. The cell case (250) may be a pouch film including a layer of a metal material, but is not limited thereto. The cell case (250) is formed to accommodate the electrode assembly (230) and prevent the electrolyte from leaking. The cell case (250) can be formed by a 1-cup method in which a pouch including a first case (250a) and a second case (250b) connected to each other is folded to seal a portion where the first case (250a) and the second case (250b) meet. In contrast, the cell case (250) may be formed using a 2-cup method in which the first case (250a) and the second case (250b) are covered and sealed, as shown in FIG. 15.

[0323] The cell case (250) may include a receiving portion (251), a sealing portion (252), and a gas discharge pocket (253).

[0324] The receiving portion (251) can receive the electrode assembly (230). The receiving portion (251) can be configured to form a receiving space for receiving the electrode assembly (230) approximately near the center of the cell case (250). Referring to FIG. 15, the first cell case (250) and the second cell case (250) can be partially in contact and sealed to form the receiving portion (251).

[0325] The sealing portion (252) may be provided along the edge of the receiving portion (251). The sealing portion (252) may be formed by sealing the cell case (250) along the edge of the receiving portion (251) by high temperature compression. In the case of using the 1 cup method of sealing by folding one pouch, the sealing portion (252) may be formed on three sides excluding the part where the pouch is folded. In the case of using the 2 cup method of sealing by overlapping the first case (250a) and the second case (250b) as illustrated in FIG. 15, the sealing portion (252) may be formed on four sides. The sealing portion (252) may be provided with a weak sealing portion (252a) configured to have a lower sealing strength than the other area (320b). The other area (252b) may be the remainder of the sealing portion (252) excluding the weak sealing portion (252a) from the sealing portion (252).

[0326] The gas discharge pocket (253) may be provided at a position corresponding to the weak sealing portion (252a). The gas discharge pocket (253) may be configured to communicate with the receiving portion (251) when the weak sealing portion (252a) is ruptured due to an increase in internal pressure caused by gas generation inside the battery cell (220).

[0327] Although not shown in the drawing, the gas discharge pocket (253) and the weak sealing portion (252a) can be provided in a desired number at a desired location depending on the location and time at which gas discharge is desired to occur.

[0328] The battery cell (220) may include a sealing tape (260). The sealing tape (260) may be interposed between the electrode lead (240) and the inner surface of the cell case (250). The sealing tape (260) may include a film having heat sealability to enhance the sealing performance of the cell case (250) in the area where the electrode lead (240) is drawn out. The sealing tape (260) may include an insulating material to prevent short circuiting of the electrode lead (240).

[0329] Figure 16 is a drawing showing specific configurations of an electronic control device (700).

[0330] Referring to FIG. 16, the electronic control device (700) may include an engine control unit (710), a BMS control unit (720), a motor control unit (730), a transmission control unit (740), and a driving mode determination unit (750).

[0331] The engine control unit (710) can control the engine (300), the BMS control unit (720) can control the battery management device (800), the motor control unit (730) can control the motor (400), and the transmission control unit (740) can control the transmission (500).

[0332] The driving mode determination unit (750) can determine the driving mode of the hybrid vehicle (1). For example, the driving mode determination unit (750) can determine whether the hybrid vehicle (1) is in an EV (Electric vehicle) driving mode (or EV mode), an HEV (Hybrid electric vehicle) driving mode (or HEV mode), an ENG (Engine) driving mode (or ENG mode), or an RB (Regenerative braking) driving mode (or RB mode).

[0333] Specific details regarding whether it is an EV driving mode, an HEV driving mode, an ENG driving mode, and an RB driving mode, and the functions and operations of the engine control unit (710), BMS control unit (720), motor control unit (730), transmission control unit (740), and driving mode determination unit (750) in each driving mode will be described in detail with reference to FIGS. 17 to 24.

[0334] Fig. 17 is a diagram showing the relationship between components of an electronic control device (700) in EV driving mode. Fig. 18 is a diagram showing the relationship between components of a hybrid vehicle in EV driving mode.

[0335] Referring to FIGS. 17 and 18, in the EV driving mode, when the driver steps on the accelerator after starting the vehicle, the motor (400) is driven using the power of the first battery (200) while the engine clutch is open. The power of the motor (400) moves the wheels through the transmission (500) and the final reduction gear.

[0336] Specifically, in EV driving mode, the driving mode determination unit (750) can determine that the driving mode is EV driving mode up to the first speed of the hybrid vehicle (1) after starting.

[0337] The driving mode determination unit (750) can turn on the BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760).

[0338] The driving mode determination unit (750) may generate a battery control signal (BS) and transmit it to the BMS control unit (720), generate a motor control signal (MS) and transmit it to the motor (400), generate a transmission control signal (TS) and transmit it to the transmission (500), and generate a switch on signal (SON) and transmit it to the switch control unit (760). In FIG. 17, the driving mode determination unit (750) is exemplified as generating and transmitting control signals (BS, MS, TS) to the BMS control unit (720), the motor control unit (730), and the transmission control unit (740), respectively, but is not limited thereto. That is, each of the BMS control unit (720), the motor control unit (730), and the transmission control unit (740) may generate the above-described control signals (BS, MS, TS), respectively, under the control of the driving mode determination unit (750). For convenience of explanation, the following description will focus on the driving mode determination unit (750) generating and transmitting control signals (BS, MS, TS) to each of the BMS control unit (720), motor control unit (730), and transmission control unit (740).

[0339] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (200). The first battery (200) can supply power (or electric energy) to the motor (400) based on the battery control signal (BS) of the BMS control unit (720).

[0340] The motor control unit (730) can transmit the generated motor control signal (MS) to the motor (400). The motor (400) can operate based on the transmitted motor control signal (MS).

[0341] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (500). The transmission (500) can operate based on the transmitted transmission control signal (TS).

[0342] Fig. 19 is a drawing showing the relationship between the components of an electronic control device (700) in HEV driving mode. Fig. 20 is a drawing showing the relationship between the components of a hybrid vehicle (1) in HEV driving mode.

[0343] Referring to FIGS. 19 and 20, the HEV driving mode may be a driving mode in which the speed of the hybrid vehicle (1) is greater than or equal to the first speed. In the HEV driving mode, the engine (300) and the motor (400) together drive the hybrid vehicle (1). In the HEV driving mode, the power of the engine (300) and the motor (400) moves the wheels through the transmission (500) and the final reduction gear.

[0344] Specifically, in the HEV driving mode, the driving mode determination unit (750) can determine that the driving mode is HEV driving mode from the first speed or higher.

[0345] The driving mode determination unit (750) can turn on the engine control unit (710), BMS control unit (720), motor control unit (730), and transmission control unit (740).

[0346] The driving mode determination unit (750) may generate an engine control signal (ES) and transmit it to the engine control unit (710), generate a battery control signal (BS) and transmit it to the BMS control unit (720), generate a motor control signal (MS) and transmit it to the motor (400), and generate a transmission control signal (TS) and transmit it to the transmission (500). In FIG. 19, the driving mode determination unit (750) is exemplified as generating and transmitting control signals (ES, BS, MS, TS) to each of the engine control unit (710), the BMS control unit (720), the motor control unit (730), and the transmission control unit (740), but is not limited thereto. That is, each engine control unit (710), BMS control unit (720), motor control unit (730), and transmission control unit (740) may generate the above-described control signals (MS, BS, MS, TS) under the control of the driving mode determination unit (750). For convenience of explanation, the following description will focus on the driving mode determination unit (750) generating and transmitting control signals (MS, BS, MS, TS) to each of the engine control unit (710), BMS control unit (720), motor control unit (730), and transmission control unit (740).

[0347] The engine control unit (710) can transmit the generated engine control signal (ES) to the engine (300). The engine (300) can operate based on the transmitted engine control signal (ES).

[0348] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (200). The first battery (200) can supply power (or electric energy) to the motor (400) based on the battery control signal (BS) of the BMS control unit (720).

[0349] The motor control unit (730) can transmit the generated motor control signal (MS) to the motor (400). The motor (400) can operate based on the transmitted motor control signal (MS).

[0350] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (500). The transmission (500) can operate based on the transmitted transmission control signal (TS).

[0351] Fig. 21 is a drawing showing the relationship between the components of an electronic control device (700) in ENG driving mode. Fig. 22 is a drawing showing the relationship between the components of a hybrid vehicle (1) in ENG driving mode.

[0352] Referring to FIGS. 21 and 22, the ENG driving mode may be a driving mode in which the speed of the hybrid vehicle (1) is higher than the second speed. In the ENG driving mode, only the engine (300) drives the hybrid vehicle (1). In the ENG driving mode, the power of the engine (300) moves the wheels through the transmission (500) and the final reduction gear.

[0353] Specifically, in the ENG driving mode, the driving mode determination unit (750) can determine that the driving mode is ENG driving mode from the second speed or higher.

[0354] The driving mode determination unit (750) can turn on the engine control unit (710) and the transmission control unit (740), and turn off the BMS control unit (720) and the motor control unit (730). In the ENG driving mode, the power supply to the first battery (200) can be cut off by the BMS control unit (720).

[0355] The driving mode determination unit (750) can generate an engine control signal (ES) and transmit it to the engine control unit (710), generate a battery off signal (BFS) and transmit it to the BMS control unit (720), and generate a transmission control signal (TS) and transmit it to the transmission (500). In FIG. 21, it is not illustrated that the driving mode determination unit (750) generates a motor off signal to turn off the motor (400) and transmits it to the motor control unit (730), but if the driving mode determination unit (750) does not transmit a motor control signal (see MS of FIG. 19) to the motor control unit (730), the motor (400) can be turned off. However, without being limited thereto, the driving mode determination unit (750) separately generates a motor off signal to turn off the motor (400) and transmits it to the motor control unit (730), and the motor (400) may be turned off based on the motor off signal transmitted from the motor control unit (730).

[0356] In Fig. 21, it is exemplified that the driving mode determination unit (750) generates and transmits control signals (ES, BFS, TS) to each of the engine control unit (710), the BMS control unit (720), and the transmission control unit (740), but it is not limited thereto. That is, each of the engine control unit (710), the BMS control unit (720), and the transmission control unit (740) may generate the above-described control signals (BS, BFS, TS), respectively, under the control of the driving mode determination unit (750). In the following, for the convenience of explanation, the driving mode determination unit (750) will be described focusing on generating and transmitting control signals (ES, BFS, TS) to each of the engine control unit (710), the BMS control unit (720), and the transmission control unit (740).

[0357] The engine control unit (710) can transmit the generated engine control signal (ES) to the engine (300). The engine (300) can operate based on the transmitted engine control signal (ES).

[0358] The BMS control unit (720) can transmit the generated battery off signal (BFS) to the first battery (200). The first battery (200) can not provide power to the motor (400) based on the battery off signal (BFS) of the BMS control unit (720).

[0359] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (500). The transmission (500) can operate based on the transmitted transmission control signal (TS).

[0360] Figure 23 is a diagram showing the relationship between components of an electronic control device in RB driving mode. Figure 24 is a diagram showing the relationship between components of a hybrid vehicle in RB driving mode.

[0361] Referring to FIGS. 23 and 24, the RB driving mode may be a mode that is activated in the braking mode of the hybrid vehicle (1).

[0362] RB driving mode may refer to a mode that recovers some of the kinetic energy (or power) lost in braking mode and converts it into electrical energy (or power).

[0363] In RB driving mode, the motor (400) can operate as a generator instead of converting electrical energy (or power) into kinetic energy (or power). That is, the motor (400) can convert kinetic energy (or power) into electrical energy (or power).

[0364] Specifically, in the RB driving mode, the driving mode determination unit (750) can determine that the hybrid vehicle (1) is in the RB driving mode when braking.

[0365] The driving mode determination unit (750) can turn on the BMS control unit (720) and the motor control unit (730), and turn off the transmission control unit (740) and the engine control unit (710).

[0366] The driving mode determination unit (750) can generate a battery charging signal (BCS) and transmit it to the BMS control unit (720), and can generate a motor generating signal (GMS) and transmit it to the motor control unit (730). In FIG. 23, the driving mode determination unit (750) does not show that it generates a motor off signal for turning off the engine (300) and transmits it to the engine control unit (710), and that it generates a transmission off signal for turning off the transmission (500) and transmits it to the transmission control unit (740). However, if the driving mode determination unit (750) does not transmit an engine control signal (see ES of FIG. 21) and a transmission control signal (see TS of FIG. 21) to the engine control unit (710) and the transmission control unit (740), respectively, the engine (300) and the transmission (500) can be turned off. However, without being limited thereto, the driving mode determination unit (750) separately generates an engine off signal and a transmission off signal for turning off the engine (300) and the transmission (500) and transmits them to the engine control unit (710) and the transmission control unit (740), respectively, and the engine (300) and the transmission (500) may be turned off based on the engine off signal and the transmission off signal received from the engine control unit (710) and the transmission control unit (740), respectively.

[0367] In Fig. 24, it is exemplified that the driving mode determination unit (750) generates and transmits control signals (BCS, GMS) to the BMS control unit (720) and the motor control unit (730), respectively, but it is not limited thereto. That is, each BMS control unit (720) and the motor control unit (730) may generate the above-described control signals (BCS, GMS), respectively, under the control of the driving mode determination unit (750). In the following, for the convenience of explanation, the driving mode determination unit (750) will be described mainly with respect to generating and transmitting control signals (BCS, GMS) to the BMS control unit (720) and the motor control unit (730), respectively.

[0368] The BMS control unit (720) can transmit the generated battery charging signal (BCS) to the first battery (200). The first battery (200) can charge (RB CHARGING) the electric energy (or power) generated from the motor (400) based on the transmitted battery charging signal (BCS).

[0369] The motor control unit (730) can transmit the generated motor generating signal (GMS) to the motor (400). The motor (400) can be converted into a generator and operated based on the motor generating signal (GMS) of the motor control unit (730). The motor (400) can recover some of the kinetic energy (or power) lost in the RB braking mode and convert it into electrical energy (or power). The motor (400) can transmit the converted electrical energy (or power) to the first battery (200).

[0370] Fig. 25 is a drawing showing in detail the configuration of a hybrid vehicle (1) according to one embodiment. Fig. 26 is a drawing showing measuring the open circuit voltage of a battery cell (12) using a battery management device (800) according to Fig. 25. Fig. 27 is a flowchart showing a driving mode control method based on the deterioration state of a first battery (200) of a hybrid vehicle (1) according to one embodiment.

[0371] The battery management device (800) may include a voltage measurement unit (810), a degradation determination unit (830), and a memory unit (850).

[0372] The voltage measuring unit (810) can measure the voltage when the battery cell (12) included in the battery module (11) is discharged. That is, the voltage measuring unit (810) can be configured to measure the voltage of each battery cell (12) included in the battery module (11). In FIG. 26, for convenience of explanation, the battery management device (800) is exemplified as measuring the voltage of the battery cells (12) included in one battery module (11), but the battery management device (800) can also measure the voltage of the battery cells (12) included in multiple battery modules (11) simultaneously.

[0373] For example, as illustrated in FIG. 26, the voltage measuring unit (810) of the battery management device (800) can measure the voltages of each of the plurality of battery cells (12) included in the battery module (11). Specifically, the voltage measuring unit (810) can measure the voltage of the first battery cell (12) through the first sensing line (SL1) and the second sensing line (SL2), and can measure the voltage of the second battery cell (12) through the second sensing line (SL2) and the third sensing line (SL3). In addition, the voltage measuring unit (810) can measure the voltage of the third battery cell (12) through the third sensing line (SL3) and the fourth sensing line (not illustrated), and can measure the voltage of the n-th battery cell (12) through the n-1-th sensing line (SLn-1) and the n-th sensing line (SLn).

[0374] The voltage measuring unit (810) can measure the open circuit voltage (OCV) of the battery cell (12). That is, the voltage measuring unit (810) can measure both the voltage and the open circuit voltage of the battery cell (12). In particular, the voltage measuring unit (810) can measure the open circuit voltage of each battery cell (12) when the measured voltage reaches a preset voltage and a certain period of time has elapsed. For example, the voltage measuring unit (810) can measure the open circuit voltage of each battery cell (12) when the measured voltage reaches a preset voltage and a certain period of time has elapsed and each battery cell (12) reaches an idle state.

[0375] Here, the preset voltage is a voltage value that is commonly applied to the battery cells (12) and is preset to unify the OCV measurement time point. For example, the preset voltage may be set as a discharge end voltage or a charge end voltage of a plurality of battery cells (12). As another example, the preset voltage may be preset as a specific voltage included in the voltage range of the battery cells (12) (e.g., 2.8 [V] to 4.2 [V]).

[0376] For example, it is assumed that a preset voltage is set to V1 [V] for each battery cell (12). At this time, the voltage measuring unit (810) can measure the open circuit voltage of the first battery cell (12) when the voltage of the first battery cell (12) reaches V1. Similarly, the voltage measuring unit (810) can measure the open circuit voltage of the battery cell (12) that has reached V1 when the voltage of the second battery cell (12), the third battery cell (12), the fourth battery cell (12), or the nth battery cell (12) reaches V1.

[0377] The degradation determination unit (830) can differentiate the degree of degradation for each battery cell (12) based on the voltage magnitude and rate of change measured during the charging and discharging process. The degree of degradation for each battery cell (12) can be classified into one of decelerating degradation, linear degradation, and accelerated degradation by the degradation determination unit (830).

[0378] The battery module (11) may be determined to be in an abnormal deterioration state, a normal state, or a complete deterioration state by the deterioration determination unit (830) depending on the number of battery cells (12) classified as accelerated deterioration among the plurality of battery cells (12) each of which includes. Alternatively, the battery module (11) may be determined to be in an abnormal deterioration state, a normal state, or a complete deterioration state by the deterioration determination unit (830) depending on the ratio of battery cells (12) classified as accelerated deterioration among the plurality of battery cells (12) each of which includes.

[0379] The memory unit (850) stores data regarding a preset voltage, and when the deterioration determination unit (830) determines the degree of deterioration of the battery cell (12), the data regarding the preset voltage can be transmitted to the deterioration determination unit (830).

[0380] Hereinafter, a driving mode determination method based on the deterioration state of the first battery (200) of a hybrid vehicle (3) will be described in detail with reference to FIGS. 27 to 31. It is self-evident that the contents described with reference to FIGS. 27 to 31 can also be applied to a battery management device (800) of a hybrid vehicle according to FIGS. 32 to 45, which will be described later.

[0381] Figure 28 is a flowchart showing more detailed steps of Figure 27. Figure 29 is a graph showing the driving mode control in the normal mode of Figure 28. Figure 30 is a graph showing the driving mode control in the warning mode of Figure 28. Figure 31 is a graph showing the driving mode control in the emergency mode of Figure 28.

[0382] Referring to FIG. 27, a method for determining a driving mode based on a degradation state of a first battery (200) of a hybrid vehicle (1) using a battery management device (800) may include a step of determining a degree of degradation of a battery cell (S200), a step of determining a degradation state of a battery module (S300), a step of setting an upper limit power of a battery pack (S400), and a step of determining a driving mode (S700).

[0383] The step of determining the degree of degradation of a battery cell (S200), the step of determining the degree of degradation of a battery module (S300), and the step of setting the upper limit power of a battery pack (S400) will be described in more detail. It should be noted that the step of determining the degree of degradation of a battery cell (S200), the step of determining the degree of degradation of a battery module (S300), and the step of setting the upper limit power of a battery pack (S400) described below can also be applied to the previously described embodiment.

[0384] In the step of determining the degree of degradation of battery cells (S200), the battery management system (800) can diagnose the degree of degradation of a plurality of battery cells (12).

[0385] Specifically, the battery management system (800) can distinguish the degree of degradation of each battery cell (12). Specifically, the battery management system (800) can measure the voltage of each battery cell (12) when charging the battery and distinguish the degree of degradation of each battery cell (12) as one of decelerated degradation, linear degradation, and accelerated degradation.

[0386] Here, normal degradation, linear degradation, and accelerated degradation refer to the degradation states of the battery cell (12) determined in terms of the degradation rate. Normal degradation refers to a state in which the battery cell (12) does not experience any performance degradation compared to the BOL (Beginning of Life) state. Linear degradation refers to a state in which the degradation of the battery cell (12) is not accelerated but progresses linearly. Accelerated degradation refers to a state in which the degradation of the battery cell (12) is gradually accelerated.

[0387] The voltage measuring unit (810) can measure the open circuit voltage of each of the plurality of battery cells (12) (S210). In addition, the voltage measuring unit (810) can transmit the measured open circuit voltage of the battery cell (12) to the deterioration determining unit (830). Here, the open circuit voltage transmitted to the deterioration determining unit (830) can be used as a factor for calculating the voltage fluctuation rate used to distinguish the degree of deterioration of the battery cell (12).

[0388] Thereafter, the degradation determination unit (830) receives the open circuit voltage of each of the plurality of battery cells (12) transmitted from the voltage measurement unit (810), and can calculate the voltage fluctuation rate of each battery cell (12) based on the received open circuit voltage (S220). At this time, the degradation determination unit (830) can receive the open circuit voltage for each cycle, and calculate the voltage fluctuation rate of each battery cell (12) for each cycle based on the received open circuit voltage.

[0389] Specifically, the degradation judgment unit (830) can calculate the voltage fluctuation rate as the difference or ratio between a preset reference voltage and the open circuit voltage transmitted from the voltage measurement unit (810).

[0390] Specifically, the reference voltage may be the OCV of the battery cell (12) in the BOL state or a voltage value set theoretically / experimentally.

[0391] For example, it is assumed that the voltage measuring unit (810) measures the OCV of the battery cell (12) when the voltage of the battery cell (12) reaches the charge end voltage (or discharge end voltage). The reference voltage is the OCV of the battery cell (12) measured when the voltage of the battery cell (12) in the BOL state reaches the charge end voltage (or discharge end voltage).

[0392] As another example, the reference voltage may be preset to the OCV of a reference cell that is preset to correspond to the battery cell (12) or a reference cell that is determined theoretically / experimentally through simulation, etc., rather than the battery cell (12) in the BOL state.

[0393] The voltage of the k battery cell (12) is V k [V] and the reference voltage is V ref [V] is assumed. The degenerate judgment unit (830) is "V k -V ref " or by calculating the formula "Vk÷Vref", the voltage fluctuation rate of the kth battery cell (12) can be calculated.

[0394] The deterioration determination unit (830) may calculate the voltage change rate based on the calculated voltage change rate and the pre-stored voltage change rate data when the voltage change rate is calculated. Here, the voltage change rate data may be data in which the calculated voltage change rate value is stored as reference data for comparison with the calculated voltage change rate. Specifically, the pre-stored voltage change rate data may be data in which the voltage change rate calculated in the past by the deterioration determination unit (830) is stored for each cycle. For example, when the current is the s-th cycle, the voltage change rate of the battery cell (12) from the 1st cycle to the s-1th cycle may be stored in the voltage change rate data.

[0395] The degeneration judgment unit (830) can calculate a voltage change rate for each preset cycle section based on pre-stored voltage change rate data (S230). Here, the voltage change rate may include an average change rate or an instantaneous change rate between voltage change rates.

[0396] Specifically, the degradation determination unit (830) can calculate the voltage change rate for the voltage change rate included in the cycle section selected based on the current cycle. Here, the voltage change rate may be an average change rate of a plurality of voltage change rates included in the selected cycle section or an instantaneous change rate of the voltage change rate of the current cycle in a predetermined cycle section. In other words, the voltage change rate is an index indicating an increase or decrease in the voltage change rate in a predetermined cycle section. Preferably, the voltage change rate may be calculated as 0, a positive number, or a negative number. For example, the degradation determination unit (830) assumes that the last 10 cycles including the current cycle are selected. The degradation determination unit (830) can calculate the voltage change rate of the voltage change rate for the 10 cycles.

[0397] The degradation judgment unit (830) can determine the voltage increase / decrease pattern of the battery cell (12) based on the calculated voltage change rate (S240). The voltage increase / decrease pattern may include various patterns, such as a voltage increase pattern, a voltage decrease pattern, and a voltage constant pattern.

[0398] The degradation judgment unit (830) can determine the degree of degradation as one of accelerated degradation, linear degradation, and decelerated degradation based on the voltage increase / decrease pattern of the battery cell (12) (S250).

[0399] Specifically, the degeneration determination unit (830) can determine the voltage increase / decrease pattern as a voltage increase pattern when the voltage change rate is a positive change rate. The degeneration determination unit (830) can determine the voltage increase / decrease pattern as a voltage constant pattern when the voltage change rate is 0. The degeneration determination unit (830) can determine the voltage increase / decrease pattern as a voltage decrease pattern when the voltage change rate is a negative change rate.

[0400] Meanwhile, the degradation determination unit (830) can determine the degree of degradation of the battery cell (12) according to the voltage increase / decrease pattern described above. Specifically, the degradation determination unit (830) can determine the degree of degradation of the battery cell (12) as normal degradation when the voltage change rate is a positive change rate or 0, i.e., when the voltage increase / decrease pattern is determined as a voltage increase pattern or a voltage constant pattern. This means that the open circuit voltage of the battery cell (12) is not decreasing, and may mean that the performance of the first battery (200) is not deteriorating.

[0401] The degradation determination unit (830) may determine the degree of degradation of the battery cell (12) as either linear degradation or accelerated degradation when the voltage change rate is a negative change rate, that is, when the voltage increase / decrease pattern is determined as a voltage decrease pattern. At this time, the degradation determination unit (830) may determine accelerated degradation when the negative change rate has a negative change rate greater than a size of a preset change rate, and may determine linear degradation when the negative change rate has a negative change rate less than or equal to the size of the preset change rate. This may mean that the open circuit voltage of the battery cell (12) is gradually decreasing, which may mean that the performance of the first battery (200) is deteriorating. In particular, in the case of accelerated degradation, it may mean that the performance of the first battery (200) is deteriorating at a faster rate than the natural performance degradation of the first battery (200).

[0402] Here, in order to distinguish between linear degradation and accelerated degradation, the degradation determination unit (830) may be configured to determine the degree of degradation of each battery cell (12) based on a voltage change rate and a preset reference change rate. That is, the preset reference voltage change rate is a reference change rate set to determine the degree of degradation as either accelerated degradation or linear degradation when the voltage increase / decrease pattern of the battery cell (12) is determined as a voltage decrease pattern.

[0403] In the step of determining the deterioration status of the battery module (S200), the battery management system (800) can diagnose the deterioration status of the battery module (11).

[0404] In the step (S200) of determining the degradation state of the battery module, the degradation determination unit (830) can determine the degradation state of the battery module (11) based on the number or ratio of battery cells (12) among the plurality of battery cells (12) provided in the battery module (11) whose degradation level is determined to be accelerated degradation.

[0405] Specifically, when the number of battery cells (12) among the plurality of battery cells (12) provided in the battery module (11) whose degree of degradation is determined to be accelerated degradation is greater than or equal to a first reference value or whose ratio is greater than or equal to a first ratio, the degradation determination unit (830) can determine the degradation state of the battery module (11) as an abnormal degradation state or a complete degradation state. Conversely, when the number of battery cells (12) among the plurality of battery cells (12) whose degree of degradation is determined to be accelerated degradation is less than or equal to the first reference value and whose ratio is less than or equal to the first ratio, the degradation determination unit (830) can determine the degradation state of the battery module (11) as a normal degradation state.

[0406] More specifically, when the number of battery cells (12) among the plurality of battery cells (12) provided in the battery module (11), whose degradation degree is determined to be accelerated degradation, is equal to or greater than the second reference value (set to be greater than the first reference value) or whose ratio is equal to or greater than the second ratio (set to be greater than the first ratio), the degradation determination unit (830) can determine the degradation state of the battery module (11) as a complete degradation state. Conversely, when the number of battery cells (12) among the plurality of battery cells (12) provided in the battery module (11), whose degradation degree is determined to be accelerated degradation, is less than the second reference value and whose ratio is less than the second ratio, the degradation determination unit (830) can determine the degradation state of the battery module (11) as an abnormal degradation state.

[0407] That is, when 1) the number of battery cells (12) of which the degree of degradation is determined to be accelerated degradation among the plurality of battery cells (12) provided in the battery module (11) is less than the first reference value and 2) the ratio is less than the first ratio, the degradation determination unit (830) can determine the degradation state of the battery module (11) as a normal degradation state. And, when the number of battery cells (12) of which the degree of degradation is determined to be accelerated degradation among the plurality of battery cells (12) provided in the battery module (11) is 1) more than the first reference value and less than the second reference value and 2) the ratio is more than the first ratio and less than the second ratio, the degradation determination unit (830) can determine the degradation state of the battery module (11) as an abnormal degradation state. And, if 1) the number of battery cells (12) among the plurality of battery cells (12) provided in the battery module (11) whose degree of degradation is determined to be accelerated degradation is equal to or greater than the second reference value or 2) the ratio is equal to or greater than the second ratio, the degradation determination unit (830) can determine the degradation state of the battery module (11) as a complete degradation state.

[0408] For example, assuming that each battery module (11) is equipped with 10 battery cells (12), and that the first reference value is 4 or the first ratio is preset to 40%, and that the second reference value is 7 or the second ratio is preset to 70%, in this case, if the number of battery cells (12) whose degradation degree is determined to be accelerated degradation among the 10 battery cells (12) equipped in each of the plurality of battery modules (11) is less than 4, the degradation determination unit (830) can determine the degradation state of the corresponding battery module (11) as a normal degradation state. If the number of battery cells (12) whose degradation degree is determined to be accelerated degradation among the 10 battery cells (12) equipped in each of the plurality of battery modules (11) is 4 or more and less than 7, the degradation determination unit (830) can determine the degradation state of the corresponding battery module (11) as an abnormal degradation state. In addition, if there are 7 or more battery cells (12) among 10 battery cells (12) provided in each of multiple battery modules (11) whose degree of degradation is determined to be accelerated degradation, the degradation determination unit (830) can determine that the corresponding battery module (11) is in a completely degraded state.

[0409] Meanwhile, according to the embodiment, the degeneration judgment unit (830) can change and set the first reference value, the second reference value, the first ratio, and the second ratio based on the total driving distance of the vehicle.

[0410] Specifically, the degradation determination unit (830) can set the first reference value, the second reference value, the first ratio, and the second ratio by decreasing them based on the total driving distance of the hybrid vehicle (1) after the first battery (200) is installed. At this time, information on the total driving distance of the hybrid vehicle (1) can be stored in the memory of the electronic control device (700) or the memory unit (850) of the battery management device (800). As the hybrid vehicle (1) is driven, the total driving distance of the hybrid vehicle (1) gradually increases, and accordingly, the standard for determining the degradation state of the battery module (11) can be lowered. With this configuration, the degradation speed of the first battery (200) can be reduced, and the first battery (200) can be protected.

[0411] That is, the degradation judgment unit (830) can determine the degradation state of the battery module (11) more strictly by reducing the size of the reference value for determining the degradation state of the battery module (11) as the battery pack (10) is used more (as the total driving distance of the vehicle increases).

[0412] For example, as the magnitudes of reference values ​​such as the first value, the first ratio, the second value, and the second ratio decrease, the likelihood that the degradation state of the battery module (11) will be determined as a complete degradation state rather than an abnormal degradation state increases. Accordingly, the degradation state of the battery module (11) can be determined more strictly.

[0413] In the upper limit power setting step (S300) of the battery pack, the battery management system (800) can determine the power mode of the first battery (200). Then, the upper limit power of the battery pack (10) can be set according to the determined power mode.

[0414] Specifically, in the battery power mode determination step (S300), the degradation determination unit (830) can determine the power mode of the first battery (200) as a normal mode, a warning mode, and an emergency mode based on the degradation status of each battery module (11).

[0415] For example, if the degradation states of all of the plurality of battery modules (11) are normal degradation states, the degradation determination unit (830) can set the power mode of the first battery (200) to the normal mode. That is, if there is no battery module (11) among the plurality of battery modules (11) whose degradation state is an abnormal degradation state or a complete degradation state, the degradation determination unit (830) can set the power mode of the first battery (200) to the normal mode. If there is at least one battery module (11) whose degradation state is an abnormal degradation state among the plurality of battery modules (11) and the degradation states of the remaining battery modules are normal degradation states, the degradation determination unit (830) can set the power mode of the first battery (200) to the warning mode. If there is at least one battery module (11) whose degradation state is a complete degradation state among the plurality of battery modules (11), the degradation determination unit (830) can set the power mode of the first battery (200) to the emergency mode.

[0416] As another example, if the ratio of battery modules (11) whose degradation state is an abnormal degradation state or a complete degradation state among the plurality of battery modules (11) is less than a preset third ratio, the degradation determination unit (830) may set the power mode of the first battery (200) to a normal mode. In addition, if the ratio of battery modules (11) whose degradation state is an abnormal degradation state or a complete degradation state among the plurality of battery modules (11) is greater than or equal to the third ratio and less than a preset fourth ratio, the degradation determination unit (830) may set the power mode of the first battery (200) to a warning mode. Here, the fourth ratio has a ratio value greater than the third ratio. In addition, if the ratio of battery modules (11) whose degradation state is an abnormal degradation state or a complete degradation state among the plurality of battery modules (11) is greater than or equal to the fourth ratio, the degradation determination unit (830) may set the power mode of the first battery (200) to an emergency mode. Meanwhile, the degradation determination unit (830) may adjust the sizes of the third ratio and the fourth ratio. For example, the degradation judgment unit (830) may reduce the size of the third ratio and the fourth ratio as the number of charging cycles increases, but is not limited thereto.

[0417] In the driving mode determination step (S700), the driving mode determination unit (750) can determine the driving mode of the hybrid vehicle (1) according to the power mode of the first battery (200).

[0418] The driving mode determination unit (750) can receive information on the deterioration status of the battery module (11) and the power mode of the first battery (200) from the deterioration determination unit (830). Furthermore, the driving mode determination unit (750) can determine the driving mode of the hybrid vehicle (1) according to the power mode of the first battery (200) (S700).

[0419] The driving mode determination unit (750) can control the driving mode to maintain the first speed and the second speed when the power mode of the first battery (200) is the normal mode. In addition, the driving mode determination unit (750) can control the driving mode by lowering the first speed and the second speed to a first reference rate, respectively, when the power mode of the first battery (200) is the warning mode. In addition, the driving mode determination unit (750) can control the driving mode by lowering the first speed and the second speed to a second reference rate, respectively, which is greater than the first reference rate, when the power mode of the first battery (200) is the emergency mode.

[0420] In EV driving mode, the driving mode determination unit (750) can determine that up to the first speed of the hybrid vehicle (1) after starting is the EV driving mode, the driving mode determination unit (750) can determine that from the first speed or higher is the HEV driving mode, and in ENG driving mode, the driving mode determination unit (750) can determine that from the second speed or higher is the ENG driving mode.

[0421] Hereinafter, reference will be made to FIGS. 29 to 31. FIGS. 29 to 31 illustrate the motor output and engine output according to the speed of a hybrid vehicle in normal mode, warning mode, and emergency mode, respectively. FIGS. 29 to 31 distinguish between EV mode, HEV mode, and ENG mode, which are distinguished according to the first speed and the second speed, respectively.

[0422] Referring to FIGS. 28 and 29, when the power mode of the first battery (200) is the normal mode, the first speed and the second speed can be maintained without changing. After starting the hybrid vehicle (1) in EV mode, the motor output increases by the first battery (200) up to the first speed, and the engine output is maintained at 0. After the first speed, the vehicle transitions to HEV mode, and the motor output and engine output simultaneously increase up to the second speed. After the second speed, the vehicle transitions to ENG mode, and the motor output decreases to 0, and the engine output increases.

[0423] Referring to FIGS. 28 and 30, when the power mode of the first battery (200) is the warning mode, the first speed and the second speed are variable. Specifically, the first speed and the second speed may each be lowered to a first reference rate. The first speed and the second speed may each be lowered to a first reference rate and set as first speed_1 and second speed_1. After starting the hybrid vehicle (1) in EV mode, the motor output is increased by the first battery (200) up to the first speed_1, and the engine output is maintained at 0. After the first speed_1, the transition is to the HEV mode, and the motor output and the engine output are simultaneously increased up to the second speed_1. After the second speed_1, the transition is to the ENG mode, and the motor output is lowered to 0, and the engine output is increased.

[0424] Referring to FIGS. 28 and 31, when the power mode of the first battery (200) is the emergency mode, the first speed and the second speed are variable. Specifically, the first speed and the second speed may each be lowered to a second reference ratio. The first speed and the second speed may each be lowered to a second reference ratio and set as first speed_2 and second speed_2, respectively. The second reference ratio may be greater than the first reference ratio. Therefore, the first speed_2 and the second speed_2 may each be smaller than the first speed_1 and the second speed_1, respectively. After starting the hybrid vehicle (1) in EV mode, the motor output is increased by the first battery (200) up to the first speed_2, and the engine output is maintained at 0. After the first speed_2, it transitions to the HEV mode, and the motor output and the engine output are simultaneously increased up to the second speed_2. After the second speed_2, it transitions to ENG mode, the motor output drops to 0, and the engine output increases.

[0425] According to the hybrid vehicle (1) according to the present embodiment, the first speed and the second speed, which serve as the standards for the EV driving mode, the HEV driving mode, and the ENG driving mode, can be varied depending on the power mode of the first battery (200). That is, the worse the deterioration state of the plurality of battery modules (11) included in the first battery (200), the more the driving mode of the hybrid vehicle (1) can be determined to reduce the use of the first battery (200). This has the advantage that the deterioration of the first battery (200) can be delayed.

[0426] Hereinafter, a hybrid vehicle (2) according to another embodiment will be described. For configurations identical or similar to those of the hybrid vehicle (1) described above, duplicate descriptions or detailed descriptions will be omitted.

[0427] Fig. 32 is an exploded perspective view of a hybrid vehicle (2) according to another embodiment. Fig. 33 is a drawing showing in detail the components of the hybrid vehicle (2) according to Fig. 32. Fig. 34 is a drawing showing specific components of the electronic control device (700) according to Fig. 33. Fig. 35 is a drawing showing the relationship between components of the electronic control device (700) in EV driving mode. Fig. 36 is a drawing showing the relationship between components of the hybrid vehicle (2) in EV driving mode. Fig. 37 is a drawing showing the relationship between components of the electronic control device (700) in HEV driving mode. Fig. 38 is a drawing showing the relationship between components of the hybrid vehicle (2) in HEV driving mode. Fig. 39 is a drawing showing the relationship between components of the electronic control device (700) in ENG driving mode. Fig. 40 is a drawing showing the relationship between components of the hybrid vehicle (2) in ENG driving mode. Fig. 41 is a diagram showing the relationship between the components of the electronic control device (700) in the RB driving mode. Fig. 42 is a diagram showing the relationship between the components of the hybrid vehicle (2) in the RB driving mode. Fig. 43 is a schematic diagram showing repair or replacement of the second battery (1000) in the hybrid vehicle ((2)) according to Fig. 32.

[0428] Referring to FIGS. 32 to 43, the hybrid vehicle (2) differs from the hybrid vehicle (1) according to FIGS. 1 to 31 in that it may further include a second battery (1000). While only one second battery (1000) is illustrated, this is not a limitation and multiple second batteries (1000) may be provided. For example, N (a natural number greater than or equal to 1) or more second batteries (1000) may be provided.

[0429] A hybrid vehicle (2) may include a first battery (200), an engine (ENGINE, 300), a motor (MOTOR, 400), a transmission (TRANSMISSION, 500), a fuel tank (600), an electronic control unit (ECU, 700), a battery management system (BMS, 800), a plug-in charger (900), and a second battery (1000).

[0430] The first battery (200) can be charged through a plug-in charger (900). The first battery (200) may be a plug-in charging type battery. The plug-in charger (900) can receive electric energy from an external electric charging device and supply the electric energy to the first battery (200) to charge the first battery (200). The first battery (200) can be connected to a motor (400). A switch (SW) can be arranged between the first battery (200) and the motor (400). The first battery (200) can be connected to the motor (400) in one direction. In the present specification, one-way connection may mean that the first battery (200) supplies electric energy to the motor (400), but does not receive electric energy from the motor (400).

[0431] The second battery (1000) may be connected to the motor (400). The second battery (1000) may be a regenerative braking charging type battery that is charged in regenerative braking mode. The second battery (1000) may be bidirectionally connected to the motor (400). In this specification, bidirectional connection means that the second battery (1000) not only supplies the charged electric energy to the motor (400), but also receives the electric energy recovered from the motor (400) in regenerative braking mode.

[0432] The electronic control device (700) can control the engine (300), motor (400), transmission (500), and battery management device (800). The electronic control device (700) can control the on / off of a switch (SW).

[0433] The battery management device (800) can control the first battery (200) and the second battery (1000). The battery management device (800) can control the output and charging of the first battery (200) and the output and charging of the second battery (1000). The battery management device (800) is exemplified as being separately disposed from each of the first battery (200) and the second battery (1000), but is not limited thereto and may be disposed within the first battery (200). For convenience of explanation, the following description will focus on the case where the battery management device (800) is separately disposed outside the first battery (200).

[0434] The electronic control unit (700) may include an engine control unit (710), a BMS control unit (720), a motor control unit (730), a transmission control unit (740), a driving mode determination unit (750), and a switch control unit (760).

[0435] The engine control unit (710) can control the engine (300), the BMS control unit (720) can control the battery management system (BMS), the motor control unit (730) can control the motor (400), the transmission control unit (740) can control the transmission (500), and the switch control unit (760) can control the on / off of the switch (SW).

[0436] The driving mode determination unit (750) can determine the driving mode of the hybrid vehicle (1). For example, the driving mode determination unit (750) can determine whether the hybrid vehicle (1) is in EV driving mode (or EV mode), HEV driving mode (or HEV mode), ENG driving mode (or ENG mode), or RB driving mode.

[0437] In EV driving mode, when the driver steps on the accelerator after starting the vehicle, the engine clutch is opened and the motor (400) is driven using power from the first battery (200) and the second battery (1000). The power from the motor (400) is transmitted to the transmission (500) and the final reduction gear to move the wheels.

[0438] Specifically, in EV driving mode, the driving mode determination unit (750) can determine that the driving mode is EV driving mode up to the first speed of the hybrid vehicle (2) after starting.

[0439] The driving mode determination unit (750) can turn on the BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760).

[0440] The driving mode determination unit (750) may generate a battery control signal (BS) and transmit it to the BMS control unit (720), generate a motor control signal (MS) and transmit it to the motor (400), generate a transmission control signal (TS) and transmit it to the transmission (500), and generate a switch on signal (SON) and transmit it to the switch control unit (760). In FIG. 17, the driving mode determination unit (750) is exemplified as generating and transmitting control signals (BS, MS, TS, SON) to each of the BMS control unit (720), the motor control unit (730), the transmission control unit (740), and the switch control unit (760), but is not limited thereto. That is, each BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760) may generate the above-described control signals (BS, MS, TS, SON) under the control of the driving mode determination unit (750). For convenience of explanation, the following description will focus on the driving mode determination unit (750) generating and transmitting the control signals (BS, MS, TS, SON) to each of the BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760).

[0441] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (200) and the second battery (1000). The first battery (200) and the second battery (1000) can supply power (or electric energy) to the motor (400) based on the battery control signal (BS) of the BMS control unit (720).

[0442] The motor control unit (730) can transmit the generated motor control signal (MS) to the motor (400). The motor (400) can operate based on the transmitted motor control signal (MS).

[0443] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (500). The transmission (500) can operate based on the transmitted transmission control signal (TS).

[0444] The switch control unit (760) can turn on the switch (SW) based on the generated switch-on signal (SON). As a result, the first battery (200) and the motor (400) are electrically connected, and power from the first battery (200) can be transmitted to the motor (400).

[0445] The HEV driving mode may be a driving mode in which the speed of the hybrid vehicle (2) is higher than the first speed. In the HEV driving mode, the engine (300) and the motor (400) together drive the hybrid vehicle (1). In the HEV driving mode, the power of the engine (300) and the motor (400) moves the wheels through the transmission (500) and the final reduction gear.

[0446] Specifically, in the HEV driving mode, the driving mode determination unit (750) can determine that the driving mode is HEV driving mode from the first speed or higher.

[0447] The driving mode determination unit (750) can turn on the engine control unit (710), BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760).

[0448] The driving mode determination unit (750) may generate an engine control signal (ES) and transmit it to the engine control unit (710), generate a battery control signal (BS) and transmit it to the BMS control unit (720), generate a motor control signal (MS) and transmit it to the motor (400), generate a transmission control signal (TS) and transmit it to the transmission (500), and generate a switch on signal (SON) and transmit it to the switch control unit (760). Although the driving mode determination unit (750) is exemplified as generating and transmitting control signals (ES, BS, MS, TS, SON) to each of the engine control unit (710), the BMS control unit (720), the motor control unit (730), the transmission control unit (740), and the switch control unit (760), it is not limited thereto. That is, each engine control unit (710), BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760) may generate the above-described control signals (MS, BS, MS, TS, SON) under the control of the driving mode determination unit (750). In the following, for convenience of explanation, the driving mode determination unit (750) will be described focusing on generating and transmitting control signals (MS, BS, MS, TS, SON) to each of the engine control unit (710), BMS control unit (720), motor control unit (730), transmission control unit (740), and switch control unit (760).

[0449] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (200) and the second battery (1000). The first battery (200) and the second battery (1000) can supply power (or electric energy) to the motor (400) based on the battery control signal (BS) of the BMS control unit (720).

[0450] The switch control unit (760) can turn on the switch (SW) based on the generated switch-on signal (SON). As a result, the first battery (200) and the motor (400) are electrically connected, and power from the first battery (200) can be transmitted to the motor (400).

[0451] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (500). The transmission (500) can operate based on the transmitted transmission control signal (TS).

[0452] The ENG driving mode may be a driving mode when the speed of the hybrid vehicle (1) is higher than the second speed. In the ENG driving mode, only the engine (300) drives the hybrid vehicle (2). In the ENG driving mode, the power of the engine (300) moves the wheels through the transmission (500) and the final reduction gear.

[0453] Specifically, in the ENG driving mode, the driving mode determination unit (750) can determine that the driving mode is ENG driving mode from the second speed or higher.

[0454] The driving mode determination unit (750) can turn on the engine control unit (710) and the transmission control unit (740), and turn off the BMS control unit (720) and the motor control unit (730). In the ENG driving mode, since the power supply of the first battery (200) and the second battery (1000) is cut off by the BMS control unit (720), the switch (SW) may not need to be turned off, but is not limited thereto, and the switch (SW) may be turned off by the driving mode determination unit (750).

[0455] The driving mode determination unit (750) may generate an engine control signal (ES) and transmit it to the engine control unit (710), generate a battery off signal (BFS) and transmit it to the BMS control unit (720), and generate a transmission control signal (TS) and transmit it to the transmission (500). Although the driving mode determination unit (750) does not illustrate generating a motor off signal for turning off the motor (400) and transmitting it to the motor control unit (730), if the driving mode determination unit (750) does not transmit the motor control signal (MS) to the motor control unit (730), the motor (400) may be turned off. However, the present invention is not limited thereto, and the driving mode determination unit (750) may separately generate a motor off signal for turning off the motor (400) and transmit it to the motor control unit (730), and the motor (400) may be turned off based on the motor off signal transmitted from the motor control unit (730).

[0456] Although it has been exemplified that the driving mode determination unit (750) generates and transmits control signals (ES, BFS, TS) to each of the engine control unit (710), the BMS control unit (720), and the transmission control unit (740), it is not limited thereto. That is, each of the engine control unit (710), the BMS control unit (720), and the transmission control unit (740) may generate the above-described control signals (BS, BFS, TS) under the control of the driving mode determination unit (750). In the following, for the convenience of explanation, the driving mode determination unit (750) will be described focusing on generating and transmitting control signals (ES, BFS, TS) to each of the engine control unit (710), the BMS control unit (720), and the transmission control unit (740).

[0457] The engine control unit (710) can transmit the generated engine control signal (ES) to the engine (300). The engine (300) can operate based on the transmitted engine control signal (ES).

[0458] The BMS control unit (720) can transmit the generated battery off signal (BFS) to the first battery (200) and the second battery (1000). The first battery (200) and the second battery (1000) can not provide power to the motor (400) based on the battery off signal (BFS) of the BMS control unit (720).

[0459] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (500). The transmission (500) can operate based on the transmitted transmission control signal (TS).

[0460] The RB driving mode may be a mode that is activated in the braking mode of a hybrid vehicle (1).

[0461] RB driving mode can refer to a mode that recovers some of the kinetic energy (or power) lost during braking and converts it into electrical energy (or power). However, because RB driving mode is activated in abrupt situations, the conversion of kinetic energy into electrical energy and the charging of the battery may occur intermittently. However, if the battery charging occurs intermittently, the battery's performance and lifespan may be reduced.

[0462] In RB driving mode, the motor (400) can operate as a generator instead of converting electrical energy (or power) into kinetic energy (or power). That is, the motor (400) can convert kinetic energy (or power) into electrical energy (or power).

[0463] Specifically, in the RB driving mode, the driving mode determination unit (750) can determine that the hybrid vehicle (1) is in the RB driving mode when braking.

[0464] The driving mode determination unit (750) can turn on the BMS control unit (720), the motor control unit (730), and the switch control unit (760), and turn off the transmission control unit (740) and the engine control unit (710).

[0465] The driving mode determination unit (750) can generate a battery charging signal (BCS) and transmit it to the BMS control unit (720), generate a motor generating signal (GMS) and transmit it to the motor control unit (730), and generate a switch off signal (SOF) and transmit it to the switch control unit (760). Although the driving mode determination unit (750) does not illustrate generating a motor off signal for turning off the engine (300) and transmitting it to the engine control unit (710), and generating a transmission off signal for turning off the transmission (500) and transmitting it to the transmission control unit (740), if the driving mode determination unit (750) does not transmit the engine control signal (ES) and the transmission control signal (TS) to the engine control unit (710) and the transmission control unit (740), respectively, the engine (300) and the transmission (500) can be turned off. However, without being limited thereto, the driving mode determination unit (750) separately generates an engine off signal and a transmission off signal for turning off the engine (300) and the transmission (500) and transmits them to the engine control unit (710) and the transmission control unit (740), respectively, and the engine (300) and the transmission (500) may be turned off based on the engine off signal and the transmission off signal received from the engine control unit (710) and the transmission control unit (740), respectively.

[0466] Although it has been exemplified that the driving mode determination unit (750) generates and transmits control signals (BCS, GMS, SOF) to each of the BMS control unit (720), the motor control unit (730), and the switch control unit (760), it is not limited thereto. That is, each of the BMS control unit (720), the motor control unit (730), and the switch control unit (760) may generate the above-described control signals (BCS, GMS, SOF) under the control of the driving mode determination unit (750). In the following, for the convenience of explanation, the driving mode determination unit (750) will be described mainly with respect to generating and transmitting control signals (BCS, GMS, SOF) to each of the BMS control unit (720), the motor control unit (730), and the switch control unit (760).

[0467] The BMS control unit (720) can transmit the generated battery charging signal (BCS) to the second battery (1000). The second battery (1000) can charge (RB CHARGING) the electric energy (or power) generated from the motor (400) based on the transmitted battery charging signal (BCS). It is illustrated that the BMS control unit (720) does not transmit the generated battery charging signal (BCS) to the first battery (200). However, the present invention is not limited thereto, and the BMS control unit (720) may also transmit the generated battery charging signal (BCS) to the first battery (200). In this case, as described above, since the switch (SW) between the first battery (200) and the motor (400) is turned off by the switch control unit (760), in the RB driving mode, the first battery (200) is not electrically connected to the motor (400), and the electric energy (or power) generated by the motor (400) may not be charged to the first battery (200).

[0468] The motor control unit (730) can transmit the generated motor generating signal (GMS) to the motor (400). The motor (400) can be converted into a generator and operated based on the motor generating signal (GMS) of the motor control unit (730). The motor (400) can recover some of the kinetic energy (or power) lost in the RB braking mode and convert it into electrical energy (or power). The motor (400) can transmit the converted electrical energy (or power) to the second battery (1000).

[0469] A hybrid vehicle (2) according to another embodiment includes a first battery (200) that is charged by a plug-in charging method as described above, and a second battery (1000) that is disposed independently of the first battery (200), and the second battery (1000) may be a battery that is charged by a regenerative braking charging method that is charged in an RB driving mode. In other words, the first battery (200) supplies electric energy (or power) to the motor (400), but does not receive electric energy recovered by the motor (400), so that it may be connected in one direction to the motor (400), and the second battery (1000) may be connected in two directions to the motor (400). The RB driving mode is a mode that recovers some of the kinetic energy lost in the braking mode and converts it into electric energy, and since it is a mode that is activated in a sudden environment, the conversion of kinetic energy into electric energy and the charging of the electric energy into the battery in the RB driving mode may occur intermittently. If the battery is charged intermittently, the battery's performance and lifespan may be reduced.

[0470] In another embodiment, a hybrid vehicle (2) may be configured so that the first battery (200), which primarily supplies electric energy to the motor (400), does not receive electric energy recovered by the motor (400) in the RB driving mode, while the electric energy recovered by the motor (400) is entirely charged to a separately provided second battery (1000). This minimizes degradation in the performance and lifespan of the first battery (200).

[0471] In addition, the first battery (200) may have a large capacity and thus a large area. On the other hand, since the second battery (1000) is charged in the RB driving mode, it may have a smaller capacity and smaller area than the first battery (200). Therefore, the second battery (1000) may have much more freedom in its installation location than the first battery (200). For example, since the first battery (200) has a large capacity and a large area as described above, it must be located in the middle part (MP) of the hybrid vehicle (1). If the first battery (200) is located in the middle part (MP) of the hybrid vehicle (1), the entire lower frame of the hybrid vehicle (1) must be removed to extract the first battery (200), and thus repair and replacement of the first battery (200) may be very difficult. However, since the second battery (1000) has a much more flexible installation location than the first battery (200), it can be positioned at the rear (RP) of the hybrid vehicle (2). Although the second battery (1000) is exemplified as being positioned between the rear wheel and the fuel tank (600), it is not limited thereto. That is, since the second battery (1000) can be easily extracted from the hybrid vehicle (2), even if the performance and lifespan of the second battery (1000) deteriorate, it can be easily replaced and repaired.

[0472] Fig. 44 is a drawing showing in detail the configuration of a hybrid vehicle (3) according to another embodiment. Fig. 45 is a schematic diagram showing repair or replacement of a second battery (1000) in a hybrid vehicle (3) according to Fig. 44.

[0473] Referring to FIGS. 44 and 45, a second battery (1000) of a hybrid vehicle (3) according to another embodiment may be located in the front part (FP). And, as described above, the second battery (1000) may be connected to a motor (400) and a battery management system (BMS, 800). When the bonnet of the hybrid vehicle (3) is opened, the second battery (1000) may be easily extracted from the hybrid vehicle (3). Accordingly, in the RB driving mode, even if the performance and lifespan of the second battery (1000) being charged are degraded, it may be easily replaced (CHANGE) and repaired (REPAIRING).

[0474]

[0475] The embodiments of the present invention described above are not implemented only through devices and methods, but may also be implemented through a program that realizes a function corresponding to the configuration of the embodiments of the present invention or a recording medium on which the program is recorded, and such implementation can be easily implemented by an expert in the technical field to which the present invention belongs based on the description of the embodiments described above.

[0476] Although the present invention has been described in detail through specific examples, this is for the purpose of specifically explaining the present invention, and the present invention is not limited thereto, and it is clear that the present invention can be modified or improved by a person having ordinary knowledge in the relevant field within the technical spirit of the present invention.

[0477] All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

[0478]

[0479] (Explanation of symbols)

[0480] 1, 2, 3: Cars, hybrid cars

[0481] 10: Battery pack

[0482] 11: Battery module

[0483] 12: Battery cell

[0484] 15, 800: BMS, Battery Management System

[0485] 20, 700: ECU, electronic control unit

[0486] 21: Drive control unit

[0487] 30: Motor control unit

[0488] 40, 400: Motor

[0489] 50: Low voltage DC converter

[0490] 60: Low voltage battery

[0491] 100: Battery power setting device

[0492] 110: Measurement section

[0493] 120: Control unit

[0494] 130: Storage

[0495] 200: 1st Battery

[0496] 300: Engine

[0497] 500: Transmission

[0498] 600: Fuel tank

[0499] 900: Plug-in charger

[0500] 1000: Second Battery

Claims

A battery power setting device for setting an upper limit power of a battery pack including one or more battery modules including one or more battery cells, a measuring unit configured to measure the voltage of each of the battery cells under preset conditions; and A battery power setting device including a control unit configured to determine the degree of degradation of each battery cell based on the voltage measured by the measuring unit, determine the deterioration state of each battery module based on the degree of degradation of the corresponding battery cell, and set the upper limit power of the battery pack according to the determined deterioration state of the battery module. In the first paragraph, The above control unit, The degree of degradation of the above battery cell is determined as normal degradation, linear degradation or accelerated degradation, A battery power setting device configured to determine the degradation state of each of the above battery modules as a normal degradation state or an abnormal degradation state. In the second paragraph, The above control unit, A battery power setting device configured to determine the power mode of the battery pack as a normal mode, a warning mode, or an emergency mode based on the number or ratio of battery modules determined to have the abnormal degradation state. In the third paragraph, The above power mode is, The power is set to be reduced in the corresponding order of the above normal mode, the above warning mode, and the above emergency mode, The above control unit, A battery power setting device configured to set the power corresponding to the determined power mode to the upper limit power of the battery pack. In the third paragraph, The above control unit, A battery power setting device configured to set the upper limit power of the battery pack by weighting and adding weights corresponding to the degradation state determined to correspond to the output power of each of the battery modules. A battery pack comprising a battery power setting device according to any one of claims 1 to 5. A battery power setting device according to any one of claims 1 to 5; A battery pack having an upper power limit set by the above battery power setting device; and A vehicle comprising a drive control unit configured to control the output of the battery pack based on the upper limit power of the battery pack set by the battery power setting device. In paragraph 7, The above driving control unit, A vehicle configured to limit the maximum output of a motor connected to the battery pack to an output corresponding to the upper limit power. In paragraph 8, The above driving control unit, A vehicle characterized in that, when an output request exceeding the upper power limit is input, the maximum output of the motor is limited to correspond to the upper power limit after a preset time corresponding to the power mode of the battery pack. In paragraph 8, The above driving control unit, A vehicle configured to obtain weather information, determine a weight corresponding to the obtained weather information from a preset table, add the determined weight to an output corresponding to the upper limit power, and limit the output of the motor to less than the weighted output. In paragraph 8, The above driving control unit, A vehicle configured to obtain information about a target driving distance to a destination, a capacity of the battery pack, and a driving pattern of the vehicle, and to control the driving of the motor based on the upper limit power, the capacity of the battery pack, the target driving distance, and the driving pattern. In Article 11, The above driving control unit, Calculate the first output value corresponding to the above upper limit power, A second output value for driving the target driving distance is calculated based on the capacity of the battery pack and the driving pattern. A vehicle configured to limit the output of the motor to a smaller value between the first output value and the second output value. In Article 12, The above driving control unit, A vehicle configured to calculate the second output value so that the capacity of the battery pack becomes greater than or equal to a preset threshold capacity when the target driving distance is reached, taking into account the above driving pattern. In paragraph 7, The above driving control unit, A vehicle configured to control the output of the battery pack so that power is supplied first to essential elements within the range of the upper power limit, and then power is supplied to auxiliary elements within the range of the remaining power. In paragraph 7, The above battery power setting device, It is configured to determine the power mode of the battery pack according to the determined degradation state of the battery module, The above driving control unit, A vehicle configured to control power distribution to the essential elements and the additional elements based on the power mode of the battery pack.

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