JP2017065284A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately control the input and output of power of a normal battery when any of a plurality of batteries parallel connected to an electric load becomes abnormal.SOLUTION: A control apparatus performs, when the battery B2 is abnormal (Yes for S100), control processing including the steps of; separating a battery B2 (S102); performing engine start control (S104); setting a target value set and performing charge-discharge control (S106); and when the state of |SOC1-SOC2|<threshold α continues for a predetermined period of time β or longer (Yes for S108), separating a battery B1 (S110) and performing battery-less travel control (S112).SELECTED DRAWING: Figure 2

Description

  The present invention relates to control of a hybrid vehicle including a plurality of batteries connected in parallel to an electric load.

  Japanese Patent Application Laid-Open No. 2010-247725 (Patent Document 1) discloses a technique in which a vehicle including a plurality of batteries connected in parallel to an electric load causes the vehicle to retreat using a normal battery by disconnecting the abnormal battery when the battery is abnormal. Is disclosed.

JP 2010-247725 A

  However, if an abnormal battery that has been determined to be in an abnormal state after retreating and then returns to a normal state by replacement of parts or disconnection from an electrical load, the abnormal battery must be placed between the abnormal battery and the normal battery. There may be a difference in remaining capacity (that is, a voltage difference). Therefore, when the abnormal battery is disconnected, an unnecessary current may be generated between the batteries due to a difference in remaining capacity from the normal battery.

  The present invention has been made to solve the above-described problem, and appropriately inputs and outputs power in a normal battery when any of a plurality of batteries connected in parallel to an electric load is in an abnormal state. It is to provide a hybrid vehicle to be controlled.

  A hybrid vehicle according to an aspect of the present invention includes an engine, a first rotating electrical machine, an output shaft connected to the wheels of the vehicle, a carrier coupled to the engine, a sun gear coupled to the first rotating electrical machine, A plurality of planetary gear mechanisms having a ring gear coupled to the output shaft, a second rotating electrical machine connected to the output shaft, and a plurality of electrical loads including a first rotating electrical machine and a second rotating electrical machine connected in parallel. A battery, a switching device that switches a connection state between the electric load and the plurality of batteries, an input / output of electric power in each of the plurality of batteries, a control device that controls the operation of the switching device and the operation of the engine. . The control device controls the switching device so as to disconnect the abnormal battery from the normal battery and the electric load and puts the engine into an operating state when any of the plurality of batteries is in an abnormal state. The control device inputs and outputs power between the electric load and the normal battery, and the magnitude of the difference between the first remaining capacity of the normal battery and the second remaining capacity of the abnormal battery when the abnormal battery is disconnected is greater than the threshold value. The switching device is controlled so that the normal battery is disconnected from the electric load when it becomes smaller.

  According to this invention, when the magnitude of the difference between the first remaining capacity of the normal battery and the second remaining capacity of the abnormal battery when the abnormal battery is disconnected is smaller than the threshold value, the normal battery is switched to be disconnected from the electric load. By controlling the apparatus, the difference between the first remaining capacity of the normal battery and the second remaining capacity of the abnormal battery can be reduced. For this reason, when the abnormal battery returns from the abnormal state to the normal state, even if the normal battery and the recovered abnormal battery are connected to the electric load, there is no difference between the batteries due to the difference between the first capacity and the second capacity. Generation | occurrence | production of a required electric current can be suppressed. Therefore, it is possible to provide a hybrid vehicle that appropriately controls input / output of electric power in a normal battery when any of a plurality of batteries connected in parallel to an electric load is in an abnormal state.

1 is an overall configuration diagram of a vehicle. It is a flowchart which shows an example of the control processing performed by a control apparatus. It is a timing chart which shows an example of operation of a control device. It is a flowchart which shows another example of the control processing performed by a control apparatus.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

  FIG. 1 is an overall configuration diagram of a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) according to an embodiment of the present invention. Vehicle 1 includes a battery pack 10 including batteries B1 and B2, a PCU (Power Control Unit) 20, motor generators MG1 and MG2, an engine 30, a power split device 40, drive wheels 50, and a control device 100. Is provided.

  Motor generators MG 1, MG 2 and engine 30 are connected to power split device 40. The vehicle travels by driving force from at least one of engine 30 and motor generator MG2.

  The power generated by engine 30 is divided by power split device 40 into a path that is transmitted to drive wheels 50 and a path that is transmitted to motor generator MG1.

  Each of motor generators MG1 and MG2 is an AC rotating electric machine, for example, a three-phase AC rotating electric machine including a rotor in which a permanent magnet is embedded. Electric power is generated by motor generator MG1 using the power of engine 30 divided by power split device 40. The AC power generated by motor generator MG1 is converted to DC power by PCU 20 and supplied to battery pack 10.

  Motor generator MG2 generates driving force using at least one of the electric power supplied from battery pack 10 and the electric power generated by motor generator MG1. The driving force of motor generator MG2 is transmitted to driving wheel 50. When the vehicle is braked, etc., motor generator MG2 is driven by drive wheels 50, and motor generator MG2 operates as a generator. Thus, motor generator MG2 operates as a regenerative brake that converts braking energy into electric power. The AC power generated by motor generator MG2 is converted into DC power by PCU 20 and supplied to battery pack 10.

  Power split device 40 includes a planetary gear mechanism having a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear meshes with each of the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 30. The sun gear is coupled to the rotation shaft of motor generator MG1. Ring gear is coupled to the rotation shaft of motor generator MG2 and the output shaft connected to drive wheel 50.

  PCU 20 includes a converter and an inverter (both not shown). The converter boosts the voltage between positive line PL and negative line NL based on the signal from control device 100. Based on the signal from control device 100, the inverter converts the DC power boosted by the converter into AC power and outputs the AC power to each of motor generators MG1, MG2.

  Battery pack 10 includes batteries B1 and B2, a first switching device SMR1, a second switching device SMR2, voltage sensors 11-1 and 11-2, and current sensors 12-1 and 12-2.

  Batteries B1 and B2 are direct-current power sources configured by secondary batteries such as nickel metal hydride and lithium ions. The output voltage of batteries B1 and B2 is a high voltage exceeding 200V, for example. The batteries B1 and B2 are each configured by connecting two battery cell groups in which a plurality of battery cells Cb are connected in series. In the present embodiment, the batteries B1 and B2 have the same configuration with respect to the number of battery cells, connection mode, and the like.

  First switching device SMR1 includes a relay SMR1B, a relay SMR1P, and a relay SMR1G. The opening / closing of each of relay SMR1B, relay SMR1P, and relay SMR1G is controlled based on a signal from control device 100.

  Relay SMR1B switches connection and disconnection of a path between positive electrode line PL and positive electrode of battery B1. Relay SMR1P switches connection and disconnection of a path between negative electrode line NL and negative electrode of battery B1 via a precharge resistor. Relay SMR1G switches connection and non-connection of a path between negative electrode line NL and the negative electrode of battery B1, which does not pass through the precharging resistor.

  Second switching device SMR2 includes a relay SMR2B, a relay SMR2P, and a relay SMR2G. Opening / closing of each of relay SMR2B, relay SMR2P, and relay SMR2G is controlled based on a signal from control device 100.

  Relay SMR2B switches connection and disconnection of a path between positive electrode line PL and positive electrode of battery B2. Relay SMR2P switches connection and disconnection of a path between negative electrode line NL and negative electrode of battery B2 via a precharge resistor. Relay SMR2G switches connection and non-connection of the path between negative electrode line NL and the negative electrode of battery B2, which does not go through the precharge resistor.

  When relay SMR1B, relay SMR1G, relay SMR2B, and relay SMR2G are closed, batteries B1 and B2 are connected to PCU 20 in parallel.

  When both relay SMR1B and relay SMR1G are opened from the state where both relay SMR1B and relay SMR1G are closed, battery B1 is disconnected from PCU 20. Hereinafter, controlling the first switching device SMR1 so as to be in such a state is also referred to as “SMR1 cutoff”. Relay SMR1P is used, for example, in an application for reducing inrush current by being closed before closing relay SMR1G and being opened after closing relay SMR1G.

  When both relay SMR2B and relay SMR2G are opened from the state in which relays SMR2B and SMR2G are both closed, battery B2 is disconnected from PCU 20. Hereinafter, controlling the second switching device SMR2 so as to be in such a state is also referred to as “SMR2 cutoff”. Relay SMR2P is used, for example, in an application that reduces inrush current by being closed before closing relay SMR2G and being opened after closing relay SMR2G.

  When relay SMR1B, relay SMR1P, relay SMR1G, relay SMR2B, relay SMR2P, and relay SMR2G are all opened, connection between batteries B1, B2 and PCU 20 is interrupted. Hereinafter, such a state is also referred to as an “all SMR cutoff state”.

  In this way, by operating the first switching device SMR1 and the second switching device SMR2, it becomes possible to disconnect at least one of the batteries B1 and B2 and the PCU 20. In the present embodiment, the relay that cuts off the connection between the negative electrode line NL and the negative electrode of the battery B1 and the relay that cuts off the connection between the negative electrode line NL and the negative electrode of the battery B2 are separate relays. You may make it provide as one relay.

  The voltage sensors 11-1 and 11-2 detect the inter-terminal voltage Vb1 of the battery B1 and the inter-terminal voltage Vb2 of the battery B2, respectively. Current sensors 12-1 and 12-2 detect currents Ib1 and Ib2 flowing through batteries B1 and B2, respectively. Each of these sensors outputs a detection result to the control device 100.

  The control device 100 is an ECU (Electronic Control Unit) incorporating a CPU (Central Processing Unit) and a memory (not shown). The control device 100 is configured to execute predetermined arithmetic processing based on a map and a program stored in the memory.

  In vehicle 1 having the above-described configuration, control device 100 closes all of relays SMR1B, relay SMR1G, relay SMR2B, and relay SMR2G during normal operation when batteries B1 and B2 are both in a normal state while the vehicle is running. Batteries B1 and B2 are connected to PCU 20 in parallel. Therefore, in this normal time, since the batteries B1 and B2 have the same configuration, power input / output (that is, charge / discharge) is performed equally in the batteries B1 and B2, and the voltage Vb1 and the voltage Vb2 are almost equal. It changes while maintaining the same value.

  On the other hand, when an abnormality occurs in any of the batteries B1 and B2, the control device 100 determines that the battery in which the abnormality has occurred (hereinafter referred to as an abnormal battery) is a normal battery (hereinafter referred to as a normal battery) and The first switching device SMR1 or the second switching device SMR2 is controlled so as to be disconnected from the PCU 20. However, if only the abnormal battery is disconnected in this way, only the normal battery is charged / discharged, so that the voltage between the terminals of the abnormal battery (hereinafter also referred to as “abnormal battery voltage”) is maintained, while the normal battery The voltage between terminals (hereinafter also referred to as “normal battery voltage”) varies (mainly decreases), and the voltage difference between the abnormal battery voltage and the normal battery voltage increases. Therefore, when the abnormal battery is restored to a normal state after that and the recovered abnormal battery is connected to the PCU 20 together with the normal battery, an unnecessary current is generated due to the voltage difference between the abnormal battery voltage and the normal battery voltage. May occur.

  Therefore, in the present embodiment, when one of batteries B1 and B2 enters an abnormal state, control device 100 includes first switching device SMR1 so as to disconnect the abnormal battery from normal battery and PCU 20 that is an electrical load. Alternatively, the second switching device SMR2 is controlled and the engine 30 is put into an operating state. Then, the control device 100 inputs and outputs power between the PCU 20 and the normal battery using the power generated using the engine 30, and the SOC (State Of Charge) indicating the remaining capacity of the normal battery and the abnormal battery. That controls the first switching device SMR1 or the second switching device SMR2 so that the normal battery is disconnected from the PCU 20 when the magnitude of the difference from the SOC indicating the remaining capacity of the abnormal battery at the time of disconnection is smaller than the threshold value α. And

  In this way, when the normal battery and the abnormal battery are disconnected from the PCU 20, the difference between the SOC of the normal battery and the SOC of the abnormal battery can be reduced. Therefore, even when the abnormal battery returns from the abnormal state to the normal state, even if the normal battery and the recovered abnormal battery are connected to the PCU 20, due to the difference between the SOC of the normal battery and the SOC of the abnormal battery, It is possible to suppress the generation of an unnecessary current in.

  FIG. 2 is a flowchart showing a control process executed by the control device 100 in the present embodiment. This flowchart is repeatedly executed at a predetermined cycle. Each step of this flowchart is basically described as being realized by software processing by the control device 100, but may be realized by hardware processing using an electronic circuit manufactured in the control device 100. Good. 2 shows a control process executed by the control device 100 when an abnormality occurs in the battery B2. Even when an abnormality occurs in the battery B1, the same control process (see FIG. 4) as in the flowchart of FIG. 2 is executed. Details will be described later.

  In step (hereinafter, step is referred to as S) 100, control device 100 determines whether or not an abnormality has occurred in battery B2. The control device 100 determines that an abnormality has occurred in the battery B2, for example, when the state of the battery B2 cannot be monitored due to a failure of the voltage sensor 11-2 or the current sensor 12-2. The failure of voltage sensor 11-2 and current sensor 12-2 means that the current value or voltage value of battery B2 is, for example, a value that exceeds a predetermined range in which the current value or voltage value can be normally output. This is the case when it cannot be detected. If it is determined that an abnormality has occurred in battery B2 (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, control device 100 disconnects battery B2 from PCU 20 by SMR2 cutoff. In S104, control device 100 starts engine 30. When engine 30 is already in an operating state, control device 100 maintains the operating state of engine 30.

  In S106, control device 100 sets the target value of the SOC of battery B1 (hereinafter referred to as the SOC1 of battery B1) as the SOC (hereinafter referred to as the SOC2 of battery B2) when battery B2 is disconnected. And charge / discharge control is executed. For example, the control device calculates the SOC2 of the battery B2 when the battery B2 is disconnected based on the voltage or current in the battery B2 immediately before the failure occurs.

  Control device 100 controls the amount of power generated by motor generator MG1 so that SOC1 of battery B1 becomes the target value. For example, control device 100 feedback-controls the amount of power generation based on the difference between SOC1 of battery B1 and the target value.

  In S108, control device 100 determines whether or not the state of | SOC1-SOC2 | <threshold value α continues for a predetermined time β. The threshold value α is a predetermined value, and is a value for determining that SOC1 and SOC2 are substantially the same value. The predetermined time β is a value for determining that the magnitude of the difference between SOC1 and SOC2 is a stable state with little fluctuation. Both the threshold value α and the predetermined time β are values adapted by experiments or the like. If it is determined that the condition of | SOC1-SOC2 | <threshold α is continued for a predetermined time β (YES in S108), the process proceeds to S110. If not (NO in S108), the process returns to S106.

  In S110, control device 100 disconnects battery B1 from PCU 20 by SMR1 cutoff. As a result, the entire SMR is cut off. In S112, control device 100 executes battery-less travel control. The battery-less travel control is a vehicle 1 in which a power generation operation is performed in the motor generator MG1 by the power of the engine 30 without using the power of the battery pack 10, and the motor generator MG2 is driven using the power generated in the motor generator MG1. This refers to evacuation traveling. In the battery-less travel control, in addition to or instead of the above-described control, control for driving the vehicle 1 by transmitting the power of the engine 30 to the drive wheels 50 via the power split device 40 is performed. May be.

  The operation of control device 100 mounted on vehicle 1 according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIG.

  For example, it is assumed that the vehicle 1 is traveling by the driving force of the motor generator MG2 in a state where both the batteries B1 and B2 are connected to the PCU 20. At this time, both first switching device SMR1 (specifically, relay SMR1B and relay SMR1G) and second switching device SMR2 (specifically, relay SMR2B and relay SMR2G) are in the on state. On the other hand, since the engine 30 is in a stopped state, the rotational speed is assumed to be zero.

  Since both the first switching device SMR1 and the second switching device SMR2 are in the on state, the batteries B1 and B2 are connected in parallel. In this case, since the electric power is input / output equally in the batteries B1 and B2, as shown in the graph in the fourth row from the top of FIG. 3, the SOC1 (solid line) of the battery B1 and the SOC2 of the battery B2 (Dashed line) is almost the same value.

  In such a situation, when abnormality occurs in battery B2 at time T (0) (YES at S100), at time T (1) after the driving force is reduced to zero. Then, the second switching device SMR2 is turned off (SMR2 cutoff), and the battery B2 is disconnected from the PCU 20 (S102).

  Then, at time T (2), engine start control is executed (S104). While the engine 30 is started, the vehicle 1 can travel using the electric power of the battery B1, which is a normal battery. At this time, the SOC2 value at the time of disconnecting the battery B2, which is an abnormal battery, is set to the target value of the SOC1 of the battery B1, and charge / discharge control is executed (S106).

  While the driving force is increasing, current flows in the positive direction (discharge side), and the power of battery B1 is consumed. As a result, the SOC1 of the battery B1 decreases. On the other hand, when the amount of change in driving force is reduced and a power generation operation using the engine 30 is performed, a current flows in the negative direction (charging side), and the battery B1 is charged. As a result, SOC1 of battery B1 increases so as to approach the value of SOC2 when battery B2 is disconnected.

  At time T (3), the state becomes | SOC1-SOC2 | <threshold α, and this state is maintained until time T (4) when a predetermined time β elapses from that point. (YES in S108), first switching device SMR1 is turned off (SMR1 cut off), and battery B1 is disconnected from PCU 20 (S110). As a result, all SMRs are cut off, and then battery-less travel control is executed (S112). Since the battery B1 is disconnected from the PCU 20 by the SMR1 cutoff after a predetermined time β has elapsed in a state where | SOC1-SOC2 | <the threshold value α, the difference between the SOC1 of the battery B1 and the SOC2 of the battery B2 is small State is maintained. Therefore, after the time T (4), when the battery B2 returns to the normal state and each of the batteries B1 and B2 is connected to the PCU 20, generation of unnecessary current is suppressed.

  As described above, according to the vehicle of the present embodiment, the first remaining capacity (SOC1) of the normal battery (battery B1) and the second remaining capacity (SOC2) when the abnormal battery (battery B2) is disconnected. By controlling the switching device (second switching device SMR2) so that the normal battery is disconnected from the electric load when the difference is smaller than the threshold value α, the first remaining capacity of the normal battery and the second of the abnormal battery are controlled. The difference from the remaining capacity can be reduced. Therefore, when the abnormal battery returns from the abnormal state to the normal state, even if the recovered abnormal battery is connected to the electric load, an unnecessary current is generated between the batteries due to the difference between the first capacity and the second capacity. Generation | occurrence | production can be suppressed. Therefore, it is possible to provide a hybrid vehicle that appropriately controls input / output of electric power in a normal battery when any of a plurality of batteries connected in parallel to an electric load is in an abnormal state.

Hereinafter, modifications will be described.
In the above-described embodiment, the case where the present invention is applied to the vehicle 1 illustrated in FIG. 1 has been described as an example. Any hybrid vehicle can be used as long as it can travel using the power of a plurality of connected batteries, and is not particularly limited to the hybrid vehicle of the type shown in FIG.

  In the above-described embodiment, the vehicle 1 has been described as an example in which the batteries B1 and B2 are mounted. However, the batteries B1 and B2 may use a power source other than the secondary battery. For example, a capacitor may be used instead of the secondary battery.

  In the above-described embodiment, each of the batteries B1 and B2 has been described as an example of a configuration in which two battery cell groups in which the battery cells Cb are connected in series are connected in parallel. The configuration is not limited to such a configuration as long as the batteries B1 and B2 have the same configuration. For example, each of the batteries B1 and B2 may be a battery cell group in which a plurality of battery cells Cb are connected in series.

  In the above-described embodiment, the case where the battery-less running control is executed after all SMR is cut off has been described as an example. However, the embodiment is not particularly limited to executing the battery-less running control after all SMR is cut off. For example, the PCU 20 and the engine 30 may be stopped and the traveling of the vehicle 1 may be forcibly stopped.

  In the above-described embodiment, for the abnormal state of the battery B2, for example, the case where the voltage value or the current value cannot be detected by the voltage sensor 11-2 or the current sensor 12-2 has been described as an example of the abnormal state. The aspect of the abnormality is not limited to such a case. As an aspect of the abnormality of the battery B2, for example, a case where the temperature of the battery B2 is in a high temperature state higher than a threshold value may be included, or a malfunction occurs in the first switching device SMR1 or the second switching device SMR2. May be included.

  Alternatively, for example, when each battery cell Cb constituting the battery B2 includes a current interrupt device (hereinafter simply referred to as “CID”) (not shown), the CID is an abnormal mode. You may make it include the case where it act | operates.

  When the internal pressure of the battery cell Cb rises above a specified value due to the gas generated from the electrolyte of the battery cell Cb, the CID is activated by the internal pressure, and the battery cell Cb is physically separated from other battery cells Cb. Cut off. Therefore, when any CID in the battery B2 operates, no current flows through the battery B2. In this case, the case of returning from the abnormal state includes the case where the internal pressure of the battery cell Cb is reduced and the CID is returned to the non-operating state when the battery B2 is disconnected from the PCU 20. Note that the CID may also be included in the battery cell Cb of the battery B1.

  In the above-described embodiment, the battery B2 is disconnected from the PCU 20 when the battery B2 is abnormal, and then the SOC2 of the battery B2 at the time of disconnection is set to the target value of the SOC1 of the battery B1, but the battery B1 at the time of disconnection is described. May be set to the target value of SOC1 of battery B1.

  In the above-described embodiment, the control when abnormality occurs in the battery B2 has been described as an example. For example, when abnormality occurs in the battery B1, it is unnecessary between the batteries by executing the same control. Generation of current can be suppressed. Specifically, the control device 100 may execute the control process shown in the flowchart of FIG.

  In S200, control device 100 determines whether or not abnormality has occurred in battery B1. If it is determined that an abnormality has occurred in battery B1 (YES in S200), the process proceeds to S202. If not (NO in S200), the process returns to S200.

  In S202, control device 100 disconnects battery B1 from PCU 20 by SMR1 cutoff. In S204, control device 100 starts engine 30.

  In S206, control device 100 sets SOC1 when battery B1 is disconnected to the target value of SOC2 of battery B2, and executes charge / discharge control.

  In S208, control device 100 determines whether or not a state where | SOC1-SOC2 | <threshold value α continues for a predetermined time β. If it is determined that | SOC1-SOC2 | <threshold α is continued for a predetermined time β (YES in S208), the process proceeds to S210. If not (NO in S208), the process returns to S206.

  In S210, control device 100 disconnects battery B2 from PCU 20 by SMR2 cutoff. In S212, control device 100 executes battery-less travel control.

  By executing the control process shown in the flowchart of FIG. 4 by the control device 100, the difference between the SOC2 of the battery B2 that is a normal battery and the SOC1 of the battery B1 that is an abnormal battery can be reduced. Therefore, when the abnormal battery returns from the abnormal state to the normal state, even if the recovered abnormal battery is connected to the PCU 20, it is possible to prevent unnecessary current from being generated between the batteries due to the difference between SOC1 and SOC2. can do.

In addition, you may implement combining the above-mentioned modification, all or one part.
The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 10 Battery pack, 11-1, 11-2 Voltage sensor, 12-1, 12-2 Current sensor, 20 PCU, 30 Engine, 40 Power split device, 50 Drive wheel, 100 Control device.

Claims (1)

Engine,
A first rotating electrical machine;
An output shaft connected to the wheels of the vehicle;
A planetary gear mechanism having a carrier coupled to the engine, a sun gear coupled to the first rotating electrical machine, and a ring gear coupled to the output shaft;
A second rotating electrical machine connected to the output shaft;
A plurality of batteries connected in parallel to an electric load including the first rotating electric machine and the second rotating electric machine;
A switching device for switching a connection state between the electric load and the plurality of batteries;
A controller that controls input / output of electric power in each of the plurality of batteries, operation of the switching device, and operation of the engine;
The controller is
If any of the plurality of batteries is in an abnormal state, the switching device is controlled to disconnect the abnormal battery from the normal battery and the electric load, and the engine is in an operating state.
Electric power is input and output between the electric load and the normal battery, and the magnitude of the difference between the first remaining capacity of the normal battery and the second remaining capacity of the abnormal battery when the abnormal battery is disconnected is greater than a threshold value. A hybrid vehicle that controls the switching device to disconnect the normal battery from the electrical load when the value is also smaller.

Images