Electric vehicle and control method thereof

Abstract

The invention relates to an electric vehicle and a control method thereof. In a state in which the electric vehicle is equipped with the auxiliary battery, a driving mode of the motor is controlled based on a first switching condition with respect to the target operation point and a second switching condition with respect to a required output power of the motor and an output power of the auxiliary battery.

Description

Technical Field

[0001] This invention relates to an electric vehicle that can be equipped with an auxiliary battery in addition to a main battery, and a control method thereof. Background Technology

[0002] Recently, due to the global trend of reducing carbon dioxide emissions, the demand for electric vehicles that generate power by using electrical energy stored in batteries to drive electric motors has increased significantly, replacing the typical internal combustion engine vehicles that generate power by burning fossil fuels.

[0003] In the case of electrified vehicles, the time required to charge the battery is relatively longer compared to the refueling time of internal combustion engine vehicles. Therefore, the maximum all-electric range that a vehicle can travel on a single full charge is crucial.

[0004] The maximum all-electric range of an electrified vehicle can vary depending on the battery voltage and capacity. Even with the same battery capacity, the voltage and charge can vary depending on the combination of series / parallel connections between modules or cells. For example, the battery voltage can correspond to a value obtained by multiplying the voltage of a battery cell by the number of cells connected in series, and the battery charge can correspond to a value obtained by multiplying the charge of a battery cell by the number of cells connected in parallel.

[0005] Therefore, in order to increase the all-electric driving range, one approach is to increase the battery voltage. However, since increasing the battery voltage also requires strengthening the voltage resistance design of the motor system, a method to increase the all-electric driving range without increasing the battery voltage is needed.

[0006] The above background information is only used to enhance the understanding of the background of the present invention and should not be regarded as corresponding to prior art known to those skilled in the art. Summary of the Invention

[0007] Therefore, the present invention was made in view of the above-mentioned problems, and the object of the present invention is to provide an electrified vehicle and a control method thereof that can effectively utilize the output power of an auxiliary battery.

[0008] The objectives of this invention are not limited to those described above, and those skilled in the art will clearly understand other objectives not mentioned from the following description.

[0009] According to one aspect of the invention, the above and other objectives can be achieved by providing an electrified vehicle capable of being equipped with an auxiliary battery, the electrified vehicle comprising: a motor having a plurality of windings; a first inverter including a plurality of branches respectively connected to one end of each of the plurality of windings; a main battery connected to the first inverter; and a controller configured to, when the electrified vehicle is equipped with the auxiliary battery, selectively control the motor's drive mode between a first drive mode that drives the motor using only the output power of the main battery and a second drive mode that drives the motor using both the output power of the main battery and the output power of the auxiliary battery, based on a first switching condition regarding a target operating point according to the motor's required torque and a second switching condition regarding the motor's required output power and the output power of the auxiliary battery.

[0010] According to another aspect of the present invention, a control method for an electrified vehicle is provided, the electrified vehicle including a motor having a plurality of windings, a first inverter including a plurality of branches respectively connected to one end of each of the plurality of windings, and a main battery connected to the first inverter, the electrified vehicle being capable of being equipped with an auxiliary battery, the method comprising: when the electrified vehicle is equipped with an auxiliary battery, selectively controlling the motor drive mode between a first drive mode that drives the motor using only the output power of the main battery and a second drive mode that drives the motor using both the output power of the main battery and the output power of the auxiliary battery, based on a first switching condition regarding a target operating point according to the motor's required torque and a second switching condition regarding the motor's required output power and the auxiliary battery's output power. Attached Figure Description

[0011] The above and other objects, features and other advantages of the present invention will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, wherein:

[0012] Figure 1 This is a schematic diagram illustrating the configuration of an electrified vehicle according to an embodiment of the present invention;

[0013] Figure 2 This is a schematic diagram illustrating an example of the operation of a motor system applicable to an embodiment of the present invention;

[0014] Figure 3 This is a schematic diagram illustrating an example of the operation of a motor system applicable to an embodiment of the present invention;

[0015] Figure 4 This is a schematic diagram illustrating a first driving mode and a second driving mode according to an embodiment of the present invention;

[0016] Figure 5This is a schematic diagram illustrating the output efficiency based on whether the second switching condition is satisfied according to an embodiment of the present invention;

[0017] Figure 6 This is a schematic diagram illustrating the output efficiency according to whether a second switching condition is met, based on an embodiment of the present invention; and

[0018] Figure 7 This is a schematic diagram illustrating a control method for an electrified vehicle according to an embodiment of the present invention. Detailed Implementation

[0019] The specific structural and functional descriptions of the embodiments of the present invention disclosed in this specification or application are merely illustrative and intended to explain the purpose of the embodiments according to the present invention. The embodiments according to the present invention can be implemented in various forms and should not be construed as limited to the embodiments described in this specification or application.

[0020] Since embodiments of the invention can be modified in various ways and have various forms, specific embodiments will be shown in the drawings and described in detail in the specification or application. However, it is not intended to limit embodiments of the invention to a particular disclosed form, and it should be understood to include all variations, equivalents, and alternatives contained within the spirit and technical scope of the invention.

[0021] Unless otherwise stated, all terms, including technical or scientific terms, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Commonly used terms (such as those defined in dictionaries) shall be interpreted in accordance with their meaning in relation to the relevant art, depending on the context. These terms should not be interpreted in an idealized or overly formalistic manner unless otherwise defined herein.

[0022] The embodiments disclosed herein will be described in detail below with reference to the accompanying drawings. However, the same reference numerals will be assigned to the same or similar components, and redundant descriptions will be omitted.

[0023] In the following description of the implementation scheme, the term "preset" means that the value of a parameter is predetermined when it is used in a process or algorithm. According to the implementation scheme, the value of a parameter may be set at the start of the process or algorithm, or it may be set during the execution of the process or algorithm.

[0024] The terms “module” and “unit” or “section” used to refer to components are used in this article to help understand components and should not be regarded as having a specific meaning or function.

[0025] In the following description of the embodiments disclosed in this specification, detailed descriptions of known functions and configurations included herein may be omitted where such descriptions might obscure the subject matter of the invention. Furthermore, the accompanying drawings are provided solely for the purpose of facilitating understanding of the embodiments disclosed herein and do not limit the technical spirit disclosed herein, but include all variations, equivalents, and alternative embodiments contained within the spirit and scope of the invention.

[0026] The terms "first" and / or "second" are used to describe various components, but these components are not limited by these terms. The terms are used to distinguish one component from another.

[0027] When a component is "connected" or "attached" to another component, it should be understood that the component can be directly connected or attached to the other component, and a third component may exist between the two components. When a component is "directly connected" or "directly attached" to another component, it should be understood that there are no elements between the two components.

[0028] Unless the context clearly indicates otherwise, elements described in the singular are intended to include multiple elements.

[0029] In this specification, it will be further understood that the terms "comprising" or "including" mean that the said feature, value, step, operation, component, part or combination thereof is present, but do not exclude the presence or addition of one or more other features, values, steps, operations, components or combinations thereof.

[0030] Furthermore, the units or control units included in names such as motor control unit (MCU) and hybrid power control unit (HCU) are merely terms widely used to name control devices that control specific vehicle functions and do not imply general-purpose functional units.

[0031] The controller may include a communication device, a memory, and one or more processors. The communication device communicates with other controllers or sensors to control the controller's functions. The memory stores the operating system, logic instructions, input / output information, etc. The one or more processors perform the determinations, calculations, and decisions required to control the functions.

[0032] In the following text, reference will be made to Figures 1 to 7 The configuration of an electric vehicle according to an embodiment of the present invention is described.

[0033] Figure 1 This is a schematic diagram illustrating the configuration of an electrified vehicle according to an embodiment of the present invention.

[0034] refer to Figure 1The electric vehicle according to the embodiment may include a main battery 10, a motor system 30, and a controller 40, and may be equipped with an auxiliary battery 20. In the following description, it will be assumed that the electric vehicle according to the embodiment is equipped with an auxiliary battery 20.

[0035] The motor system 30 may include a motor that serves as a power source for the electric vehicle and at least one inverter for driving the motor, and the motor system 30 may be connected between the main battery 10 and the auxiliary battery 20.

[0036] More specifically, the motor system 30 can drive the motor based on the voltage of the main battery 10 through the operation of the inverter.

[0037] Furthermore, in the electrified vehicle according to the embodiment, the auxiliary battery 20 can be selectively connected to the motor system 30, and when connected, the auxiliary battery 20 can supply power to the motor system 30. In embodiments of the invention, the auxiliary battery 20 differs from the main battery 10; for example, the capacity or voltage of the auxiliary battery 20 may be equal to or less than that of the main battery 10. Furthermore, the auxiliary battery 20 differs from the low-voltage (e.g., 12V) battery used to operate the electrical components in that the auxiliary battery 20 can be used to drive the motor 31, and the capacity or voltage of the auxiliary battery 20 may be greater than that of the low-voltage battery used to operate the electrical components.

[0038] In this configuration, the auxiliary battery 20 can be used as a power source for driving the motor, or it can charge the main battery 10 by supplying power to it via the motor system 30. Furthermore, the auxiliary battery 20 can be charged by receiving power from the main battery 10 via the motor system 30.

[0039] The controller 40 can control the switching state of the inverter included in the motor system 30. Furthermore, the controller 40 can control the motor drive mode based on whether the auxiliary battery 20 is outputting power.

[0040] The driving modes include a first driving mode and a second driving mode. In the first driving mode, the motor is driven only by the output of the main battery 10. In the second driving mode, the motor is driven by the output of the main battery 10 and the output of the auxiliary battery 20 together.

[0041] In the first drive mode, the controller 40 drives the motor when the auxiliary battery 20 is electrically disconnected from the motor of the motor system 30. In the second drive mode, the controller 40 drives the motor when the auxiliary battery 20 is electrically connected to the motor of the motor system 30.

[0042] In operation, controller 40 can be implemented as a single controller or its functions can be distributed among multiple controllers. For example, controller 40 can be implemented as a combination of a motor control unit (MCU) that controls the motor of motor system 30 and its upper-level controller (e.g., hybrid power control unit (HCU), vehicle integrated control unit (VCU), hydrogen fuel cell control unit (FCCU), etc.), but the invention is not limited thereto. According to another embodiment, controller 40 may further include a charging controller.

[0043] As previously mentioned, the motor system 30 can be electrically connected not only to the main battery 10 but also to the auxiliary battery 20. In this case, the all-electric driving range can be increased by utilizing the power from the auxiliary battery 20 to drive the motor. The configuration for achieving this purpose is as follows: Figure 2 and Figure 3 As shown.

[0044] Figure 2 and Figure 3 This is a schematic diagram illustrating an example of the operation of a motor system applicable to an embodiment of the present invention.

[0045] More specifically, Figure 2 An example of the motor system 30 implemented with a single inverter 32-1 is shown. Figure 3 An example of the motor system 30 is shown in a configuration with dual inverters 32-1 and 32-2.

[0046] First, refer to Figure 2 According to the embodiment, the motor system 30 may include a motor 31, a first inverter 32-1, charging switches T1 and T2, and DC capacitors Cdc and Cn. Furthermore, the motor system 30 may include DC terminals D1, D2, D3, and D4 connected to the main battery 10 and the auxiliary battery 20.

[0047] More specifically, the motor 31 may include multiple windings L1, L2, and L3 corresponding to multiple phases U, V, and W. The first inverter 32-1 may have DC terminals D1 and D2 connected to the main battery 10, and may include multiple branches S1-S2, S3-S4, and S5-S6 respectively connected to one end of each of the multiple windings L1, L2, and L3 included in the motor 31.

[0048] Charging switches T1 and T2 can be connected between the other ends of the plurality of windings L1, L2, and L3 included in the motor 31 and the auxiliary battery 20. More specifically, charging switches T1 and T2 can be connected between the node nd of the plurality of windings L1, L2, and L3 interconnected to form the neutral point of the motor 31 and the positive terminal of the auxiliary battery 20. In an embodiment, charging switches T1 and T2 can be implemented as insulated gate bipolar transistors (IGBTs), but can also be implemented as other elements capable of performing switching operations, such as metal-oxide-semiconductor field-effect transistors (MOSFETs), depending on the embodiment. Although in Figure 2 and Figure 3 The charging switches T1 and T2 are connected in series, but the connection structure of the charging switches T1 and T2 is not necessarily limited to this.

[0049] The first or second drive mode described above can be executed depending on the on / off state of charging switches T1 and T2. More specifically, in the first drive mode, charging switches T1 and T2 are off, in which case node nd and auxiliary battery 20 are electrically disconnected, and therefore auxiliary battery 20 is disconnected from motor 31. On the other hand, in the second drive mode, charging switches T1 and T2 are on, in which case node nd and auxiliary battery 20 are electrically connected, and therefore auxiliary battery 20 is connected to motor 31.

[0050] The motor system 30 can be connected to the auxiliary battery 20 via relays RLY1 and RLY2. In this case, relay RLY1 can be connected between the positive terminal of the auxiliary battery 20 and the DC terminal D3, and relay RLY2 can be connected between the negative terminal of the auxiliary battery 20 and the DC terminal D4.

[0051] In the implementation scheme, "the state where the auxiliary battery 20 is installed" can mean that relays RLY1 and RLY2 are turned on and therefore the auxiliary battery 20 is connected to the motor system 30. However, even if relays RLY1 and RLY2 are turned on and the auxiliary battery 20 is installed, the auxiliary battery 20 can still be electrically connected to or disconnected from the motor 31 depending on the on / off state of charging switches T1 and T2.

[0052] More specifically, the positive terminal of the auxiliary battery 20 can be connected to node nd at the other end of each of the multiple windings L1, L2 and L3 via charging switches T1 and T2 and relays RLY1 and RLY2, and the negative terminal of the auxiliary battery 20 can be selectively connected to DC terminal D4.

[0053] like Figure 2 As shown, an additional relay may not be required between the main battery 10 and the motor system 30, but according to the implementation scheme, a relay may be provided between the main battery 10 and the motor system 30.

[0054] DC capacitors Cdc and Cn can be configured to reduce current ripple. More specifically, DC capacitor Cdc connected between DC terminals D1 and D2 can reduce the current ripple of the main battery 10, and DC capacitor Cn connected between DC terminals D3 and D4 can reduce the current ripple of the auxiliary battery 20.

[0055] In the following text, it will be used in conjunction with Figure 2 The main difference in the motor system 30 shown is described below. Figure 3 The motor system 30 shown is illustrated.

[0056] refer to Figure 3 In the implementation plan, with Figure 2 In contrast, the motor system 30 according to the implementation scheme may further include a second inverter 32-2 and multiple switches M1, M2 and M3.

[0057] The second inverter 32-2 may include multiple branches S1′-S2′, S3′-S4′ and S5′-S6′ connected to the other end of multiple windings L1, L2 and L3.

[0058] One end of each of the multiple switches M1, M2, and M3 can be connected to the other end of each of the multiple windings L1, L2, and L3, and the other ends of switches M1, M2, and M3 can be interconnected to form a node nd. The multiple switches M1, M2, and M3 can determine the specific drive mode in the first drive mode through the first inverter 32-1 and the second inverter 32-2.

[0059] More specifically, the first drive mode can include a closed end winding (CEW) mode and an open end winding (OEW) mode. First, in CEW mode, multiple switches M1, M2, and M3 are turned on. In this case, node nd becomes the neutral point of motor 31, and motor 31 is driven only by the first inverter 32-1. CEW mode can be executed to efficiently drive motor 31 in the low output range.

[0060] On the other hand, in the OEW mode of the first drive mode, multiple switches M1, M2, and M3 are turned off. In this case, node nd does not become the neutral point of motor 31, and the second inverter 32-2 can drive motor 31 together with the first inverter 32-1. The OEW mode can be executed to increase the driving force of motor 31 in the high output range.

[0061] In the configuration of these dual inverters 32-1 and 32-2, the auxiliary battery 20 can be connected between the other end of each of the multiple windings L1, L2, and L3 and the DC terminal D5. More specifically, the positive terminal of the auxiliary battery 20 can be connected to node nd formed at the other end of the multiple switching switches M1, M2, and M3 via charging switches T1 and T2 and relays RLY1 and RLY2, and the negative terminal of the auxiliary battery 20 can be connected to the DC terminal D5.

[0062] In the following text, reference will be made to Figure 4 Briefly describe the operating range of the first drive mode and the second drive mode.

[0063] Figure 4 This is a schematic diagram illustrating a first driving mode and a second driving mode according to an embodiment of the present invention.

[0064] refer to Figure 4 The operating range of the first drive mode and the second drive mode can be represented as a curve of the speed and torque of the motor 31.

[0065] CEW mode can operate in a low-output range where the speed and torque are relatively low compared to OEW mode, while OEW mode can operate in a high-output range where the speed and torque are relatively high compared to CEW mode.

[0066] When the first and second switching conditions are met within the operating range of CEW mode, the second drive mode can be executed, and the second drive mode can be executed within the lowest output range of lower speed and torque. By using the auxiliary battery 20 and the main battery 10 to drive the motor 31 together within the lowest output range, the all-electric driving range can be increased.

[0067] In an embodiment of the present invention, the first switching condition for the target operating point based on the required torque of the motor can be determined based on the output range of the speed and torque.

[0068] More specifically, when the target operating point is located in the region below the torque limit line a at each speed of the motor, the controller 40 can determine that the first switching condition is met.

[0069] Here, the torque limit line 'a' for each speed of the motor is located in the region below the torque upper limit lines 'b1' and 'b2' for each speed of the motor in the first drive mode. In other words, the first switching condition can be met when the target operating point is within the minimum output range.

[0070] In the implementation plan, in addition to the first switching condition based on the target operating point, a second switching condition based on the motor's required output power and the auxiliary battery's output power is also considered to control the motor's drive mode, thereby improving the auxiliary battery's output power efficiency.

[0071] Regarding this point, please refer to Figure 5 and Figure 6 The following description is provided.

[0072] Figure 5 and Figure 6 This is a schematic diagram illustrating the output power efficiency according to whether a second switching condition is satisfied, based on an embodiment of the present invention.

[0073] First, refer to Figure 5 The output stream is shown when the second switching condition according to the implementation scheme is met.

[0074] The second switching condition is related to the motor's required output power Pmot and the auxiliary battery 20's output power Paux, and the second switching condition can be met when the motor's required output power Pmot exceeds the auxiliary battery 20's output power Paux.

[0075] When both the first and second switching conditions are met, the controller 40 controls the motor's drive mode to switch to the second drive mode. In this case, the motor's required output power Pmot is met by the output power Pmain of the main battery 10 and the output power Paux of the auxiliary battery 20, and only the loss Ploss that occurs during the transmission of the output power of the main battery 10 and the output power of the auxiliary battery 20 to the motor system 30 is generated.

[0076] on the other hand, Figure 6 The output flow is shown when the second switching condition is not met (i.e., when the motor's required output power Pmot is equal to or less than the auxiliary battery 20's output power Paux). In this case, a portion of the auxiliary battery 20's output power Paux is used to meet the motor's required output power Pmot, and the remainder is used to charge the main battery 10.

[0077] In this case, since the output power Paux of the auxiliary battery 20 is transmitted to the main battery 10 and then output from the main battery 10, it is similar to... Figure 5 Compared to the case where the auxiliary battery 20 is used entirely for the motor's output power, the power loss Ploss increases. Therefore, when the second switching condition is not met, the controller 40 can improve the output power efficiency of the auxiliary battery 20 by preventing entry into the second drive mode and controlling the motor's drive mode to switch to the first drive mode.

[0078] The following describes a control method for an electrified vehicle according to an embodiment of the present invention.

[0079] Figure 7 This is a schematic diagram illustrating a control method for an electrified vehicle according to an embodiment of the present invention.

[0080] First, the controller 40 confirms whether the motor's drive mode is CEW mode (step S710). If the motor's drive mode is CEW mode (step S710 is "yes"), then it determines whether the first switching condition is met (step S720) and whether the second switching condition is met (step S730).

[0081] In this case, the first switching condition can be determined based on the target operating point of the motor and the torque limit line of each speed of the motor, and the second switching condition can be determined by comparing the output power of the auxiliary battery 20 with the required output power of the motor.

[0082] If both the first switching condition and the second switching condition are met (step S720 is "yes" and step S730 is "yes"), then the controller 40 controls the drive mode to switch to the second drive mode that uses the output power of the auxiliary battery 20 and the main battery 10 to drive the motor together (step S740).

[0083] Subsequently, if the conditions for switching to CEW mode are met during the operation of the second drive mode (step S750 is "Yes"), the controller 40 disconnects the electrical connection between the auxiliary battery 20 and the motor and drives the motor in CEW mode (step S780).

[0084] On the other hand, if the motor's drive mode is not CEW mode (step S710 is "No"), the above process can be skipped, and if the conditions for switching to CEW mode are met during the execution of OEW mode (step S760 is "Yes"), and the motor enters CEW mode (step S770), the drive mode is controlled based on the first switching condition and the second switching condition.

[0085] According to various embodiments of the present invention as described above, the auxiliary battery can be used together with the main battery to drive the motor, thereby effectively increasing the all-electric driving range of the electric vehicle.

[0086] Furthermore, in electrified vehicles that can be equipped with auxiliary batteries, the output power of the auxiliary battery can be controlled by taking into account the required output power of the motor, the output power of the auxiliary battery, and the target operating point based on the required torque of the motor, thereby mitigating the efficiency reduction caused by the output loss of the auxiliary battery.

[0087] The effects that can be obtained from the present invention are not limited to those described above, and those skilled in the art will clearly understand other effects not mentioned from the following description.

[0088] Although the invention has been described and illustrated with respect to specific embodiments as described above, it will be apparent to those skilled in the art that the invention can be modified and altered in various ways without departing from the technical spirit of the invention as provided by the appended claims.

Claims

1. An electric vehicle capable of being equipped with an auxiliary battery, said electric vehicle comprising: An electric motor, which includes multiple windings; A first inverter includes a plurality of branches, wherein each of the plurality of branches is connected to one end of each of the plurality of windings; The main battery, which is connected to the first inverter; and The controller is configured to, when the electric vehicle is equipped with an auxiliary battery, selectively control the motor's drive mode between a first drive mode that drives the motor using only the output power of the main battery and a second drive mode that drives the motor using both the output power of the main battery and the output power of the auxiliary battery, based on a first switching condition regarding a target operating point according to the motor's required torque and a second switching condition regarding the motor's required output power and the auxiliary battery's output power.

2. The electrified vehicle according to claim 1, wherein, In the first drive mode, the controller drives the motor with the auxiliary battery electrically disconnected from the motor. In the second drive mode, the controller drives the motor with the auxiliary battery electrically connected to the node connecting the other end of the plurality of windings.

3. The electrified vehicle according to claim 1, wherein, The controller determines that the first switching condition is met based on the fact that the target operating point is located in the region below the torque limit line for each speed of the motor.

4. The electrified vehicle according to claim 3, wherein, The torque limit line is located in the area below the upper limit line of torque for each speed of the motor in the first drive mode.

5. The electrified vehicle according to claim 1, wherein, The controller determines that the second switching condition is met based on the fact that the motor's required output power exceeds the auxiliary battery's output power.

6. The electrified vehicle according to claim 1, wherein, The controller switches the motor's drive mode to the second drive mode based on the fact that both the first and second switching conditions are met.

7. The electrified vehicle according to claim 1, wherein, The controller switches the motor's drive mode to the first drive mode if at least one of the first and second switching conditions is not met.

8. The electric vehicle of claim 1, further comprising a second inverter, the second inverter including a plurality of branches connected to the other end of the plurality of windings and connected to the main battery. in, The first drive mode includes a closed-end winding mode that drives the motor using only the first inverter and an open-end winding mode that drives the motor using both the first inverter and the second inverter.

9. The electrified vehicle of claim 8, further comprising a plurality of switches, one end of each of the plurality of switches being connected to the other end of each of the plurality of windings, the other ends of the plurality of switches being interconnected to form a node. in, The controller controls the first drive mode to switch to either the closed end winding mode or the open end winding mode by turning the plurality of switches on or off.

10. The electrified vehicle according to claim 9, wherein, When the motor is controlled in closed-end winding mode, the controller switches the motor's drive mode to the second drive mode based on the satisfaction of the first and second switching conditions.

11. The electrified vehicle of claim 1, further comprising at least one charging switch connected between a node connected to the other end of the plurality of windings and an electrode of the auxiliary battery. in, The controller controls the motor's drive mode to switch to either the first drive mode or the second drive mode by turning the charging switch on or off.

12. The electrified vehicle according to claim 11, wherein, The controller turns on the charging switch when both the first and second switching conditions are met.

13. The electrified vehicle according to claim 11, wherein, The controller shuts off the charging switch if at least one of the first switching condition and the second switching condition is not met.

14. A method for controlling an electrified vehicle, the electrified vehicle comprising a motor having a plurality of windings, a first inverter comprising a plurality of branches respectively connected to one end of each of the plurality of windings, and a main battery connected to the first inverter, the electrified vehicle being capable of being equipped with an auxiliary battery, the method comprising: When an electric vehicle is equipped with an auxiliary battery, the motor drive mode is selectively controlled between a first drive mode that drives the motor using only the output power of the main battery and a second drive mode that drives the motor using both the output power of the main battery and the output power of the auxiliary battery, based on a first switching condition regarding the target operating point based on the motor's required torque and a second switching condition regarding the motor's required output power and the auxiliary battery's output power.

15. The method of claim 14, further comprising: Based on the fact that the target operating point is located in the region below the torque limit line for each speed of the motor, it is determined that the first switching condition is met.

16. The method of claim 14, further comprising: The second switching condition is determined to be met based on the fact that the motor's required output power exceeds the auxiliary battery's output power.

17. The method of claim 14, wherein, The motor drive mode includes: based on the fact that both the first switching condition and the second switching condition are met, the motor drive mode is switched to the second drive mode.

18. The method according to claim 14, wherein, The driving mode of the motor control includes: switching the driving mode of the motor control to the first driving mode based on the fact that at least one of the first switching condition and the second switching condition is not met.

19. The method according to claim 18, wherein, The electrified vehicle further includes a second inverter and a plurality of switches. The second inverter includes a plurality of branches connected to the other ends of the plurality of windings and connected to the main battery. One end of each of the plurality of switches is connected to the other end of each of the plurality of windings, and the other ends of the plurality of switches are interconnected to form a node. The first drive mode includes a closed-end winding mode that drives the motor using only the first inverter and an open-end winding mode that drives the motor using both the first and second inverters. The control of the motor's drive mode switching to the first drive mode includes: switching the first drive mode to a closed end winding mode or an open end winding mode by turning the plurality of switches on / off.

20. The method according to claim 19, wherein, The driving mode of the motor control includes: when the motor is controlled in closed end winding mode, the driving mode of the motor control is switched to the second driving mode based on the satisfaction of the first switching condition and the second switching condition.

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