Hybrid vehicle

Abstract

A hybrid vehicle according to one embodiment of the present invention includes an EV traveling mode and a HEV traveling mode, and comprises: a motor; a battery for outputting electrical energy to the motor; and an engine connected to the motor. The motor is operated up to a first speed of the vehicle in the EV traveling mode, the motor and the engine are operated from the first speed to a second speed in the HEV traveling mode, and the first speed and the second speed vary.

Description

hybrid cars

[0001] This application claims priority to Korean Patent Application No. 10-2024-0107818, filed on August 12, 2024, the entire contents of which are disclosed in the specification and drawings of the said application are incorporated herein by reference.

[0002] This specification relates to automobiles, and more particularly to hybrid automobiles.

[0003] Traditionally, automobiles used fuel cells as a power source, but because performance could deteriorate in driving ranges where fuel cells are less efficient, hybrid automobiles were developed that use batteries as a separate power source along with fuel cells.

[0004] Hybrid vehicles may include a motor and an engine that are powered by electric energy stored within a battery.

[0005] The problem that this specification seeks to solve is to provide a hybrid vehicle that can improve the life of a first battery that is charged in a plug-in manner.

[0006] Another problem that the present specification seeks to solve is to provide a hybrid vehicle in which the connection between the first battery and the motor can be controlled in order to charge a second battery that is arranged independently of the first battery, which is charged in a plug-in manner, in a regenerative braking mode.

[0007] Another challenge that this specification seeks to address is to provide a hybrid vehicle in which the secondary battery, which is charged in regenerative braking mode, is easy to replace and repair.

[0008] Another problem that this specification seeks to solve is to provide a hybrid vehicle capable of delaying the deterioration of the first battery by varying 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, depending on the deterioration state of the first battery.

[0009] The tasks of this specification are not limited to those mentioned above, and other technical tasks can be inferred from the following examples.

[0010] A vehicle according to one aspect of the present invention may include a first battery; a second battery; a motor respectively connected to the first battery and the second battery; and a switch disposed between the first battery and the motor.

[0011] The connection between the first battery and the motor can be controlled by the switch.

[0012] The first battery can be charged in a plug-in manner, and the second battery can be charged in regenerative braking mode.

[0013] According to another aspect of the present invention, a vehicle further includes an engine connected to the motor, wherein in the regenerative braking mode, the motor can operate as a generator by recovering rotational energy of the engine.

[0014] According to another aspect of the present invention, a vehicle further includes an electronic control device that controls the first battery, the second battery, the engine, and the motor, wherein the electronic control device can provide an off signal to the switch in the regenerative braking mode.

[0015] A front part, a rear part, and a middle part between the front part and the rear part are defined, and the first battery can be located in the middle part.

[0016] The second battery may be located in the rear or front portion.

[0017] The above second battery may be provided in multiple units.

[0018] The capacity of the second battery may be smaller than the capacity of the first battery.

[0019] The area of ​​the second battery may be smaller than the area of ​​the first battery.

[0020] According to another aspect of the present invention, a vehicle may include a plug-in rechargeable battery; a regenerative braking rechargeable battery that is charged in a regenerative braking mode; a motor connected to the plug-in rechargeable battery and the regenerative braking rechargeable battery, respectively; and an engine connected to the motor.

[0021] The above plug-in charging battery and the above regenerative braking charging battery can be arranged separately.

[0022] In the regenerative braking mode, the motor operates as a generator by recovering rotational energy of the engine, and the electric energy generated from the motor in the regenerative braking mode can be charged to the regenerative braking charging battery.

[0023] In the above regenerative braking mode, the electrical energy may not be supplied to the plug-in rechargeable battery.

[0024] The above plug-in rechargeable battery can be connected in one direction to the motor, and the above regenerative braking rechargeable battery can be connected in two directions to the motor.

[0025] According to another aspect of the present invention, a hybrid vehicle is a hybrid vehicle including an EV driving mode and an HEV driving mode, and may include a motor; a battery that outputs electric energy to the motor; and an engine connected to the motor.

[0026] In the above EV driving mode, the motor can operate up to the first speed of the vehicle.

[0027] In the above HEV driving mode, the motor and the engine can operate from the first speed to the second speed.

[0028] The first speed and the second speed can be varied.

[0029] A hybrid vehicle according to another aspect of the present invention may further include an electronic control device that controls the motor, the battery, and the engine.

[0030] The electronic control device can vary the first speed and the second speed based on the power mode of the battery.

[0031] A hybrid vehicle according to another aspect of the present invention may further include a battery management device that determines a power mode of the battery.

[0032] The electronic control device can maintain the first speed and the second speed when the power mode of the battery is the normal mode.

[0033] The electronic control device can lower the first speed and the second speed to a first reference rate when the power mode of the battery is a warning mode.

[0034] The electronic control device can lower the first speed and the second speed to a second reference rate greater than the first reference rate when the power mode of the battery is an emergency mode.

[0035] A hybrid vehicle according to another aspect of the present invention may further include an ENG driving mode in which the engine operates from the second speed.

[0036] According to embodiments of the present disclosure, a second battery may be provided that is independently disposed from a first battery that is charged using a plug-in charging method. The second battery may be charged in a regenerative braking mode. A switch that is controlled on / off by an electronic control unit (ECU) may be separately disposed between the first battery and the motor. Therefore, in the regenerative braking mode, the first battery is not charged, and only the second battery may be charged. The regenerative braking mode may refer to a mode that recovers some of the kinetic energy lost in the braking mode and converts it into electrical energy. However, since the regenerative braking mode is a mode that is activated in a sudden environment, the conversion of kinetic energy into electrical energy and the charging of the electrical energy to the battery in the regenerative braking mode may occur intermittently. However, if the battery charging occurs intermittently, the performance and lifespan of the battery may be degraded.

[0037] According to embodiments of the present specification, a second battery for regenerative braking charging is provided separately to improve the performance and lifespan of the first battery in a plug-in charging mode. Furthermore, in regenerative braking mode, the switch is controlled to prevent the electrical energy generated by the motor from being transferred to the first battery, thereby improving the performance and lifespan of the first battery.

[0038] Additionally, according to embodiments of the present disclosure, the second battery for regenerative braking charging may be located at the rear or front of the vehicle. Since the second battery is for regenerative braking charging, it may have a smaller capacity than the first battery. Consequently, the second battery may be smaller in size than the first battery. Accordingly, the degree of freedom regarding the placement of the second battery may be much higher than the degree of freedom regarding the placement of the first battery, which must be located in the middle. For example, if the second battery is located at the rear or front, it has the advantage of being easy to repair or replace without removing the underbody of the vehicle.

[0039] In addition, according to the embodiments of the present specification, the first speed and the second speed, which are the standards for the EV driving mode, the HEV driving mode, and the ENG driving mode, can be varied according to the deterioration state of the first battery, thereby delaying the deterioration of the first battery.

[0040] However, the effects that can be obtained from this specification are not limited to the effects mentioned above, and other effects that are not mentioned can be clearly understood by a person having ordinary skill in the technical field to which this specification belongs from the description below.

[0041] FIG. 1 is a perspective view of a hybrid vehicle according to one embodiment.

[0042] Figure 2 is an exploded perspective view of the hybrid vehicle according to Figure 1.

[0043] Figure 3 is a drawing showing in detail the configurations of a hybrid vehicle according to Figure 2.

[0044] Figure 4 is a perspective view showing the first battery according to Figure 3.

[0045] Fig. 5 is a perspective view showing a battery module of the first battery of Fig. 4.

[0046] Fig. 6 is a perspective view showing the appearance of the battery cell of Fig. 5.

[0047] Figure 7 is an exploded perspective view of a cell of the battery of Figure 6.

[0048] Fig. 8 is a drawing showing specific configurations of an electronic control device according to Fig. 3.

[0049] Figure 9 is a diagram showing the relationship between the components of an electronic control device in EV driving mode.

[0050] Figure 10 is a diagram showing the relationship between components of a hybrid vehicle in EV driving mode.

[0051] Figure 11 is a diagram showing the relationship between the components of the electronic control device in HEV driving mode.

[0052] Figure 12 is a diagram showing the relationship between components of a hybrid vehicle in HEV driving mode.

[0053] Figure 13 is a diagram showing the relationship between the components of the electronic control device in ENG driving mode.

[0054] Figure 14 is a diagram showing the relationship between components of a hybrid vehicle in ENG driving mode.

[0055] Figure 15 is a diagram showing the relationship between the components of the electronic control device in RB driving mode.

[0056] Figure 16 is a diagram showing the relationship between components of a hybrid vehicle in RB driving mode.

[0057] FIG. 17 is a drawing showing in detail the configurations of a hybrid vehicle according to one embodiment.

[0058] FIG. 18 is a diagram showing measuring the open circuit voltage of a battery cell using the battery management device according to FIG. 17.

[0059] FIG. 19 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.

[0060] Figure 20 is a flowchart showing more detailed steps of Figure 19.

[0061] Fig. 21 is a graph showing the driving mode control in the normal mode of Fig. 20.

[0062] Fig. 22 is a graph showing driving mode control in the warning mode of Fig. 20.

[0063] Figure 23 is a graph showing the driving mode control in the emergency mode of Figure 20.

[0064] Figure 24 is an exploded perspective view of a hybrid vehicle according to another embodiment.

[0065] Fig. 25 is a drawing showing in detail the configurations of a hybrid vehicle according to Fig. 24.

[0066] Fig. 26 is a drawing showing specific configurations of an electronic control device according to Fig. 25.

[0067] Figure 27 is a diagram showing the relationship between the components of an electronic control device in EV driving mode.

[0068] Figure 28 is a diagram showing the relationship between components of a hybrid vehicle in EV driving mode.

[0069] Figure 29 is a diagram showing the relationship between the components of the electronic control device in HEV driving mode.

[0070] Figure 30 is a drawing showing the relationship between components of a hybrid vehicle in HEV driving mode.

[0071] Figure 31 is a diagram showing the relationship between the components of the electronic control device in ENG driving mode.

[0072] Figure 32 is a drawing showing the relationship between components of a hybrid vehicle in ENG driving mode.

[0073] Figure 33 is a diagram showing the relationship between the components of the electronic control device in RB driving mode.

[0074] Figure 34 is a diagram showing the relationship between components of a hybrid vehicle in RB driving mode.

[0075] FIG. 35 is a schematic diagram showing repairing or replacing a second battery in a hybrid vehicle according to FIG. 24.

[0076] Figure 36 is a drawing showing in detail the configurations of a hybrid vehicle according to another embodiment.

[0077] FIG. 37 is a schematic diagram showing repairing or replacing a second battery in a hybrid vehicle according to FIG. 36.

[0078] Hereinafter, embodiments will be described with reference to the drawings. In the present specification, when a component (or region, layer, portion, etc.) is referred to as being "on," "connected," or "coupled" to another component, it means that it can be directly connected / coupled to the other component, or a third component may be disposed between them.

[0079] Identical drawing references indicate identical components. Furthermore, in the drawings, the thicknesses, proportions, and dimensions of components are exaggerated for the purpose of effectively illustrating the technical content. "And / or" encompasses any combination of one or more of the associated components.

[0080] While terms such as "first" and "second" may be used to describe various components, these components are not limited by these terms. These terms are used solely to distinguish one component from another. For example, without departing from the scope of the present embodiments, a "first" component may be referred to as a "second" component, and similarly, a "second" component may also be referred to as a "first" component. Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0081] Terms such as "below," "lower," "above," and "upper" are used to describe the relationships between components depicted in the drawings. These terms are relative concepts and are explained based on the directions indicated in the drawings.

[0082] Terms such as "include" or "have" should be understood to specify the presence of a feature, number, step, operation, component, part or combination thereof described in the specification, but not to exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

[0083] FIG. 1 is a perspective view of a hybrid vehicle according to one embodiment.

[0084] Referring to FIG. 1, a hybrid vehicle (1) may include a first battery (100), an engine (200), and a motor (300) connected to the first battery (100). The first battery (100) may supply charged electric energy to the motor (300). The motor (300) may convert the electric energy supplied from the first battery (100) into kinetic energy to provide power to the hybrid vehicle (1). The engine (200) is disposed spaced apart from the motor (300) and may provide power to the hybrid vehicle (1) based on fuel supplied from a fuel tank (see 500 in FIG. 2). That is, the vehicle (1) according to FIG. 1 may be a hybrid vehicle driven by the motor (300) and / or the engine (200). In FIG. 1, the engine (200) and the motor (300) 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 (200) and the motor (300) 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 description will be centered on the case where the engine (200) and the motor (300) are located at the front end (FP) and provide power to the front wheels.

[0085] Fig. 2 is an exploded perspective view of the hybrid vehicle according to Fig. 1. Fig. 3 is a drawing showing in detail the components of the hybrid vehicle according to Fig. 2.

[0086] Referring to FIGS. 2 and 3, a hybrid vehicle (1) may include a first battery (100), an engine (ENGINE, 200), a motor (MOTOR, 300), a transmission (TRANSMISSION, 400), a fuel tank (500), an electronic control unit (ECU, 700), a battery management system (BMS, 800), and a plug-in charger (900).

[0087] The first battery (100) can be charged via a plug-in charger (900). The first battery (100) 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 (100) to charge the first battery (100). The first battery (100) can be connected to a motor (300).

[0088] The engine (200) can provide power to the hybrid vehicle (1) based on fuel supplied from the fuel tank (500). The motor (300) can convert electric energy supplied from the first battery (100) into kinetic energy to provide power to the hybrid vehicle (1). A clutch may be further arranged between the engine (200) and the motor (300), but is not limited thereto.

[0089] The transmission (400) may be positioned between the motor (300) and the wheels, but is not limited thereto. The transmission (400) may shift the power of the motor (300) and / or the power of the engine (200) to move the wheels. A final reduction gear may be further positioned between the transmission (400) and the wheels, but is not limited thereto.

[0090] The engine (200), motor (300), and transmission (400) can be placed in the front part (FP) of the hybrid vehicle (1).

[0091] A fuel tank (500) can be connected to an engine (200). The fuel tank (500) supplies fuel to the engine (200), and the engine (200) can generate kinetic energy based on the supplied fuel.

[0092] The electronic control device (700) can control the engine (200), motor (300), transmission (400), and battery management device (800).

[0093] The battery management device (800) can control the first battery (100). The battery management device (800) can control the output and charging of the first battery (100). Although the battery management device (800) is exemplified as being disposed separately from the first battery (100), it is not limited thereto and may be disposed within the first battery (100). For convenience of explanation, the following description will focus on the case where the battery management device (800) is disposed separately outside the first battery (100).

[0094] Figure 4 is a perspective view showing the first battery according to Figure 3.

[0095] Referring to FIG. 4, the first battery (100) may include a plurality of battery modules (110). However, the first battery (100) may not be limited thereto. That is, the first battery (100) may be manufactured through a cell-to-pack process without going through the manufacturing step of a battery module (110) including a plurality of battery cells (see 120 of FIG. 5). However, for convenience of explanation, the following description will focus on the first battery (100) including a battery module and battery cells.

[0096] Meanwhile, the first battery (100) may further include other components other than the battery cell (see 120 in FIG. 5), such as known components of the first battery (100), such as a BMS, a bus bar, a pack case, a relay, a current sensor, etc.

[0097] Fig. 5 is a perspective view showing a battery module of the first battery of Fig. 4.

[0098] Referring to FIG. 5, a battery module (110) may include battery cells (120). The battery module (110) may include, for example, a cell assembly including a plurality of battery cells (120) electrically connected to each other and a module housing that accommodates the cell assembly.

[0099] Fig. 6 is a perspective view showing the appearance of the battery cell of Fig. 5. Fig. 7 is an exploded perspective view of the battery cell of Fig. 6.

[0100] Referring to FIGS. 6 and 7, the battery cell (120) may include an electrode assembly (130), an electrode lead (140) extending from the electrode assembly (130), and a cell case (150) that accommodates the electrode assembly (130) such that the electrode lead (140) is extended to the outside.

[0101] The electrode assembly (130), 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 (130). 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 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.

[0102] The electrode lead (140) may extend from the electrode assembly (130). The electrode lead (140) may be mutually connected to the electrode tab by welding or the like. The electrode leads (140) may be provided as a pair and may be provided on one or both sides of the electrode assembly (130).

[0103] The cell case (150) can accommodate the electrode assembly (130) so that the electrode lead (140) is pulled outward. The cell case (150) can accommodate an electrolyte therein and accommodate the electrode assembly (130) therein in an impregnated form. The electrode leads (140) can be pulled out from each of both sides of the cell case (150) or can be pulled out from only one side. The cell case (150) may be a pouch film including a layer of a metal material, but is not limited thereto. The cell case (150) is formed to accommodate the electrode assembly (130) and prevent the electrolyte from leaking. The cell case (150) can be formed by a 1-cup method in which a pouch including a first case (150a) and a second case (150b) connected to each other is folded to seal a portion where the first case (150a) and the second case (150b) meet. In contrast, the cell case (150) may be formed using a 2-cup method in which the first case (150a) and the second case (150b) are covered and sealed, as shown in FIG. 7.

[0104] The cell case (150) may include a receiving portion (151), a sealing portion (152), and a gas discharge pocket (153).

[0105] The receiving portion (151) can receive the electrode assembly (130). The receiving portion (151) can be configured to form a receiving space for receiving the electrode assembly (130) approximately near the center of the cell case (150). Referring to FIG. 7, the first cell case (150) and the second cell case (150) can be partially in contact and sealed to form the receiving portion (151).

[0106] The sealing portion (152) may be provided along the edge of the receiving portion (151). The sealing portion (152) may be formed by sealing the cell case (150) along the edge of the receiving portion (151) by high temperature compression. In the case of using the 1 cup method of sealing by folding one pouch, the sealing portion (152) 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 (150a) and the second case (150b) as illustrated in FIG. 2, the sealing portion (152) may be formed on four sides. The sealing portion (152) may be provided with a weak sealing portion (152a) configured to have a lower sealing strength than the other area (320b). The other area (152b) may be the remainder of the sealing portion (152) excluding the weak sealing portion (152a) from the sealing portion (152).

[0107] The gas discharge pocket (153) may be provided at a position corresponding to the weak sealing portion (152a). The gas discharge pocket (153) may be configured to communicate with the receiving portion (151) when the weak sealing portion (152a) is ruptured due to an increase in internal pressure caused by gas generation inside the battery cell (120).

[0108] Although not shown in the drawing, the gas discharge pocket (153) and the weak sealing portion (152a) 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.

[0109] The battery cell (120) may include a sealing tape (160). The sealing tape (160) may be interposed between the electrode lead (140) and the inner surface of the cell case (150). The sealing tape (160) may include a film having heat sealability to enhance the sealing performance of the cell case (150) in the area where the electrode lead (140) is pulled out. The sealing tape (160) may include an insulating material to prevent short circuiting of the electrode lead (140).

[0110] Fig. 8 is a drawing showing specific configurations of an electronic control device according to Fig. 3.

[0111] Referring to FIGS. 3 and 8, 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).

[0112] The engine control unit (710) can control the engine (200), the BMS control unit (720) can control the battery management system (BMS), the motor control unit (730) can control the motor (300), and the transmission control unit (740) can control the transmission (400).

[0113] 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.

[0114] 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. 9 to 16.

[0115] Figure 9 is a diagram showing the relationship between components of an electronic control device in EV driving mode. Figure 10 is a diagram showing the relationship between components of a hybrid vehicle in EV driving mode.

[0116] Referring to FIGS. 9 and 10, in the EV driving mode, when the driver steps on the accelerator after starting the vehicle, the motor (300) is driven using power from the first battery (100) while the engine clutch is open. The power from the motor (300) moves the wheels through the transmission (400) and the final reduction gear.

[0117] 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.

[0118] 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).

[0119] The driving mode determination unit (750) can 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 (300), generate a transmission control signal (TS) and transmit it to the transmission (400), and generate a switch on signal (SON) and transmit it to the switch control unit (760). In FIG. 9, 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) can 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).

[0120] The motor control unit (730) can transmit the generated motor control signal (MS) to the motor (300). The motor (300) can operate based on the transmitted motor control signal (MS).

[0121] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (100). The first battery (100) can supply power (or electric energy) to the motor (300) based on the battery control signal (BS) of the BMS control unit (720).

[0122] 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 (100) and the motor (300) are electrically connected, and power from the first battery (100) can be transmitted to the motor (300).

[0123] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (400). The transmission (400) can operate based on the transmitted transmission control signal (TS).

[0124] Fig. 11 is a diagram showing the relationship between components of an electronic control device in HEV driving mode. Fig. 12 is a diagram showing the relationship between components of a hybrid vehicle in HEV driving mode.

[0125] Referring to FIGS. 11 and 12, 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 (200) and the motor (300) together drive the hybrid vehicle (1). In the HEV driving mode, the power of the engine (200) and the motor (300) passes through the transmission (400) and the final reduction gear to move the wheels.

[0126] 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.

[0127] 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).

[0128] 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 control signal (BS) and transmit it to the BMS control unit (720), generate a motor control signal (MS) and transmit it to the motor (300), and generate a transmission control signal (TS) and transmit it to the transmission (400). In FIG. 11, 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).

[0129] The engine control unit (710) can transmit the generated engine control signal (ES) to the engine (200). The engine (200) can operate based on the transmitted engine control signal (ES).

[0130] The motor control unit (730) can transmit the generated motor control signal (MS) to the motor (300). The motor (300) can operate based on the transmitted motor control signal (MS).

[0131] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (100). The first battery (100) can supply power (or electric energy) to the motor (300) based on the battery control signal (BS) of the BMS control unit (720).

[0132] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (400). The transmission (400) can operate based on the transmitted transmission control signal (TS).

[0133] Fig. 13 is a diagram showing the relationship between components of an electronic control device in ENG driving mode. Fig. 14 is a diagram showing the relationship between components of a hybrid vehicle in ENG driving mode.

[0134] Referring to FIGS. 13 and 14, 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 (200) drives the hybrid vehicle (1). In the ENG driving mode, the power of the engine (200) passes through the transmission (400) and the final reduction gear to move the wheels.

[0135] 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.

[0136] 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 (100) can be cut off by the BMS control unit (720).

[0137] 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 (400). In FIG. 13, it is not shown that the driving mode determination unit (750) generates a motor off signal for turning off the motor (300) 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. 11) to the motor control unit (730), the motor (300) 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 (300) and transmits it to the motor control unit (730), and the motor (300) may be turned off based on the motor off signal transmitted from the motor control unit (730).

[0138] In Fig. 13, 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).

[0139] The engine control unit (710) can transmit the generated engine control signal (ES) to the engine (200). The engine (200) can operate based on the transmitted engine control signal (ES).

[0140] The BMS control unit (720) can transmit the generated battery off signal (BFS) to the first battery (100). The first battery (100) can not provide power to the motor (300) based on the battery off signal (BFS) of the BMS control unit (720).

[0141] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (400). The transmission (400) can operate based on the transmitted transmission control signal (TS).

[0142] Fig. 15 is a diagram showing the relationship between the components of an electronic control device in RB driving mode. Fig. 16 is a diagram showing the relationship between the components of a hybrid vehicle in RB driving mode.

[0143] Referring to FIGS. 15 and 16, the RB driving mode may be a mode that is activated in the braking mode of the hybrid vehicle (1).

[0144] 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).

[0145] In RB driving mode, the motor (300) can operate as a generator instead of converting electrical energy (or power) into kinetic energy (or power). That is, the motor (300) can convert kinetic energy (or power) into electrical energy (or power).

[0146] 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.

[0147] 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).

[0148] 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. 15, the driving mode determination unit (750) does not show that it generates a motor off signal for turning off the engine (200) and transmits it to the engine control unit (710), and that it generates a transmission off signal for turning off the transmission (400) 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. 13) and a transmission control signal (see TS of FIG. 13) to the engine control unit (710) and the transmission control unit (740), respectively, the engine (200) and the transmission (400) 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 (200) and the transmission (400) and transmits them to the engine control unit (710) and the transmission control unit (740), respectively, and the engine (200) and the transmission (400) 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.

[0149] In Fig. 16, 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 by generating and transmitting control signals (BCS, GMS) to the BMS control unit (720) and the motor control unit (730), respectively.

[0150] The BMS control unit (720) can transmit the generated battery charging signal (BCS) to the first battery (100). The first battery (100) can charge (RB CHARGING) the electric energy (or power) generated from the motor (300) based on the transmitted battery charging signal (BCS).

[0151] The motor control unit (730) can transmit the generated motor generating signal (GMS) to the motor (300). The motor (300) can be converted into a generator and operated based on the motor generating signal (GMS) of the motor control unit (730). The motor (300) 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 (300) can transmit the converted electrical energy (or power) to the first battery (100).

[0152] FIG. 17 is a detailed diagram illustrating the configuration of a hybrid vehicle according to one embodiment. FIG. 18 is a diagram illustrating measuring the open circuit voltage of a battery cell using the battery management device according to FIG. 17. FIG. 19 is a flowchart illustrating a driving mode control method based on the deterioration state of a first battery of a hybrid vehicle according to one embodiment.

[0153] Referring to FIGS. 17 to 19, a battery management device (800) of a hybrid vehicle (3) according to another embodiment may include a voltage measurement unit (810), a deterioration determination unit (830), and a memory unit (850).

[0154] The battery management device (800) may include a voltage measurement unit (810), a degradation determination unit (830), and a memory unit (850).

[0155] The voltage measuring unit (810) can measure the voltage when the battery cell (120) included in the battery module (110) is discharged. That is, the voltage measuring unit (810) can be configured to measure the voltage of each battery cell (120) included in the battery module (110). In FIG. 21, for convenience of explanation, the battery management device (800) is illustrated as measuring the voltage of the battery cells (120) included in one battery module (110), but the battery management device (800) can also measure the voltage of the battery cells (120) included in multiple battery modules (110) simultaneously.

[0156] For example, as illustrated in FIG. 18, the voltage measuring unit (810) of the battery management device (800) can measure the voltages of each of the plurality of battery cells (120) included in the battery module (110). Specifically, the voltage measuring unit (810) can measure the voltage of the first battery cell (120) through the first sensing line (SL1) and the second sensing line (SL2), and can measure the voltage of the second battery cell (120) 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 (120) through the third sensing line (SL3) and the fourth sensing line (not illustrated), and can measure the voltage of the n-th battery cell (120) through the n-1-th sensing line (SLn-1) and the n-th sensing line (SLn).

[0157] The voltage measuring unit (810) can measure the open circuit voltage (OCV) of the battery cell (120). That is, the voltage measuring unit (810) can measure both the voltage and the open circuit voltage of the battery cell (120). In particular, the voltage measuring unit (810) can measure the open circuit voltage of each battery cell (120) 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 (120) when the measured voltage reaches a preset voltage and a certain period of time has elapsed and each battery cell (120) reaches an idle state.

[0158] Here, the preset voltage is a voltage value that is commonly applied to the battery cells (120) 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]).

[0159] For example, it is assumed that a preset voltage is set to V1 [V] for each battery cell (120). At this time, the voltage measuring unit (810) can measure the open circuit voltage of the first battery cell (120) when the voltage of the first battery cell (120) reaches V1. Similarly, the voltage measuring unit (810) can measure the open circuit voltage of the battery cell (120) that has reached V1 when the voltage of the second battery cell (120), the third battery cell (120), the fourth battery cell (120), or the nth battery cell (120) reaches V1.

[0160] The degradation determination unit (830) can differentiate the degree of degradation for each battery cell (120) based on the voltage magnitude and rate of change measured during the charging and discharging process. The degree of degradation for each battery cell (120) can be classified into one of decelerating degradation, linear degradation, and accelerated degradation by the degradation determination unit (830).

[0161] The battery module (110) may be determined to be in an abnormal deterioration state, a normal state, or a complete deterioration state by the deterioration determination unit (830) according to the number of battery cells (120) classified as accelerated deterioration among the plurality of battery cells (120) each of which includes. Alternatively, the battery module (110) may be determined to be in an abnormal deterioration state, a normal state, or a complete deterioration state by the deterioration determination unit (830) according to the ratio of battery cells (120) classified as accelerated deterioration among the plurality of battery cells (120) each of which includes.

[0162] 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 (120), the data regarding the preset voltage can be transmitted to the deterioration determination unit (830).

[0163] Hereinafter, a driving mode determination method based on a deterioration state of a first battery (100) of a hybrid vehicle (3) using a battery management device (800) of a hybrid vehicle (3) according to FIGS. 17 to 20 will be described in detail. With reference to FIGS. 20 to 23, while explaining a driving mode determination method based on a deterioration state of a first battery (100) of a hybrid vehicle (3), it is obvious that the contents mentioned can also be applied to a battery management device (800) of a hybrid vehicle (2) according to FIGS. 24 to 37, which will be described later.

[0164] Figure 20 is a flowchart showing more detailed steps of Figure 19. Figure 21 is a graph showing driving mode control in normal mode of Figure 20. Figure 22 is a graph showing driving mode control in warning mode of Figure 20. Figure 23 is a graph showing driving mode control in emergency mode of Figure 20.

[0165] Referring to FIGS. 17 to 23, a method for determining a driving mode based on a degradation state of a first battery (100) of a hybrid vehicle (3) using a battery management device (800) may include a step of determining a degree of degradation of a battery cell (S10), a step of determining a degradation state of a battery module (S20), a step of determining a power mode of a battery (S30), and a step of determining a driving mode (S30).

[0166] In the step of determining the degree of degradation of the battery cells (S10), the battery management system (800_1) can diagnose the degree of degradation of a plurality of battery cells (120).

[0167] Specifically, the battery management system (800_1) can distinguish the degree of degradation of each battery cell (120). Specifically, the battery management system (800_1) can measure the voltage of each battery cell (120) when charging the battery and distinguish the degree of degradation of each battery cell (120) as one of decelerated degradation, linear degradation, and accelerated degradation.

[0168] Here, normal degradation, linear degradation, and accelerated degradation refer to the degradation states of the battery cell (120) determined in terms of the degradation rate. Normal degradation refers to a state in which the battery cell (120) 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 (120) is not accelerated but progresses linearly. Accelerated degradation refers to a state in which the degradation of the battery cell (120) is gradually accelerated.

[0169] The voltage measuring unit (810) can measure the open circuit voltage of each of the plurality of battery cells (120) (S11). In addition, the voltage measuring unit (810) can transmit the measured open circuit voltage of the battery cell (120) 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 (120).

[0170] Thereafter, the degradation determination unit (830) receives the open circuit voltage of each of the plurality of battery cells (120) transmitted from the voltage measurement unit (810), and can calculate the voltage fluctuation rate of each battery cell (120) based on the received open circuit voltage (S12). 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 (120) for each cycle based on the received open circuit voltage.

[0171] 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).

[0172] Specifically, the reference voltage may be the OCV of the battery cell (12) in the BOL state or a voltage value set theoretically / experimentally.

[0173] For example, it is assumed that the voltage measuring unit (810) measures the OCV of the battery cell (120) when the voltage of the battery cell (120) reaches the charge end voltage (or discharge end voltage). The reference voltage is the OCV of the battery cell (120) measured when the voltage of the battery cell (120) in the BOL state reaches the charge end voltage (or discharge end voltage).

[0174] 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 (120) or a reference cell that is determined theoretically / experimentally through simulation, etc., rather than the battery cell (120) in the BOL state.

[0175] The voltage of the k battery cell (120) 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 "Vk÷Vref" formula can be calculated to calculate the voltage fluctuation rate of the kth battery cell (120).

[0176] 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 (120) from the 1st cycle to the s-1th cycle may be stored in the voltage change rate data.

[0177] The degradation judgment unit (830) can calculate a voltage change rate for each preset cycle section based on pre-stored voltage change rate data (S13). Here, the voltage change rate may include an average change rate or an instantaneous change rate between voltage change rates.

[0178] 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.

[0179] The degradation judgment unit (830) can determine the voltage increase / decrease pattern of the battery cell (120) based on the calculated voltage change rate (S14). The voltage increase / decrease pattern may include various patterns, such as a voltage increase pattern, a voltage decrease pattern, and a voltage constant pattern.

[0180] 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 (120) (S15).

[0181] 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.

[0182] Meanwhile, the degradation determination unit (830) can determine the degree of degradation of the battery cell (120) 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 (120) 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 (120) is not decreasing, and may mean that the performance of the first battery (100) is not deteriorating.

[0183] The degradation determination unit (830) may determine the degree of degradation of the battery cell (120) 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 (120) is gradually decreasing, which may mean that the performance of the first battery (100) is deteriorating. In particular, in the case of accelerated degradation, it may mean that the performance of the first battery (100) is deteriorating at a faster rate than the natural performance degradation of the first battery (100).

[0184] 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 (120) 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 (120) is determined as a voltage decrease pattern.

[0185] In the step of determining the deterioration status of the battery module (S20), the battery management system (800_1) can diagnose the deterioration status of the battery module (110).

[0186] In the step (S20) of determining the degradation state of the battery module, the degradation determination unit (830) can determine the degradation state of the battery module (110) based on the number or ratio of battery cells (120) among the plurality of battery cells (120) provided in the battery module (110) whose degradation level is determined to be accelerated degradation.

[0187] Specifically, when the number of battery cells (120) among the plurality of battery cells (120) provided in the battery module (110) whose degree of degradation is determined to be accelerated degradation is equal to or greater than a first reference value or whose ratio is equal to or greater than a first ratio, the degradation determination unit (830) may determine the degradation state of the battery module (110) as an abnormal degradation state or a complete degradation state. Conversely, when the number of battery cells (120) among the plurality of battery cells (120) whose degree of degradation is determined to be accelerated degradation is less than the first reference value and whose ratio is less than the first ratio, the degradation determination unit (830) may determine the degradation state of the battery module (110) as a normal degradation state.

[0188] More specifically, when the number of battery cells (120) whose degradation degree is determined to be accelerated degradation among the plurality of battery cells (120) provided in the battery module (110) is equal to or greater than the second reference value (set to be greater than the first reference value) or the ratio is equal to or greater than the second ratio (set to be greater than the first ratio), the degradation determination unit (830) may determine the degradation state of the battery module (110) as a complete degradation state. Conversely, when the number of battery cells (120) whose degradation degree is determined to be accelerated degradation among the plurality of battery cells (120) provided in the battery module (110) is less than the second reference value and the ratio is less than the second ratio, the degradation determination unit (830) may determine the degradation state of the battery module (110) as an abnormal degradation state.

[0189] That is, when 1) the number of battery cells (120) of which the degree of degradation is determined to be accelerated degradation among the plurality of battery cells (120) provided in the battery module (110) 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 (110) as a normal degradation state. And, when the number of battery cells (120) of which the degree of degradation is determined to be accelerated degradation among the plurality of battery cells (120) provided in the battery module (110) is 1) the first reference value or more but less than the second reference value and 2) the ratio is the first ratio or more but less than the second ratio, the degradation determination unit (830) can determine the degradation state of the battery module (110) as an abnormal degradation state. And, if 1) the number of battery cells (120) among the plurality of battery cells (120) provided in the battery module (110) 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 (110) as a complete degradation state.

[0190] For example, assuming that each battery module (110) is equipped with 10 battery cells (120), 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 (120) whose degradation degree is determined to be accelerated degradation is less than 4 among the 10 battery cells (120) equipped in each of the plurality of battery modules (110), the degradation determination unit (830) can determine the degradation state of the corresponding battery module (110) as a normal degradation state. If the number of battery cells (120) whose degradation degree is determined to be accelerated degradation is 4 or more and less than 7 among the 10 battery cells (120) equipped in each of the plurality of battery modules (110), the degradation determination unit (830) can determine the degradation state of the corresponding battery module (110) as an abnormal degradation state. In addition, if there are 7 or more battery cells (120) among 10 battery cells (120) provided in each of a plurality of battery modules (110) whose degree of degradation is determined to be accelerated degradation, the degradation determination unit (830) can determine that the corresponding battery module (110) is in a completely degraded state.

[0191] 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.

[0192] 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 (3) after the first battery (100) is installed. At this time, information on the total driving distance of the hybrid vehicle (3) 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 (3) is driven, the total driving distance of the hybrid vehicle (3) gradually increases, and accordingly, the standard for determining the degradation state of the battery module (110) can be lowered. With this configuration, the degradation speed of the first battery (100) can be reduced, and the first battery (100) can be protected.

[0193] That is, the degradation judgment unit (830) can more strictly determine the degradation state of the battery module (110) by reducing the size of the reference value for determining the degradation state of the battery module (110) as the battery pack (10) is used more frequently (as the total driving distance of the vehicle increases).

[0194] 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 (110) will be determined as a complete degradation state rather than an abnormal degradation state increases. Accordingly, the degradation state of the battery module (110) can be determined more strictly.

[0195] In the battery power mode determination step (S30), the battery management system (800_1) can determine the power mode of the first battery (100).

[0196] Specifically, in the battery power mode determination step (S30), the degradation determination unit (830) can determine the power mode of the first battery (100) as a normal mode, a warning mode, and an emergency mode based on the degradation status of each battery module (110).

[0197] For example, if the degradation states of all of the plurality of battery modules (110) are normal degradation states, the degradation determination unit (830) can set the power mode of the first battery (100) to the normal mode. That is, if there is no battery module (110) among the plurality of battery modules (110) 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 (100) to the normal mode. If there is at least one battery module (110) whose degradation state is an abnormal degradation state among the plurality of battery modules (110) 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 (100) to the warning mode. If there is at least one battery module (110) whose degradation state is a complete degradation state among the plurality of battery modules (110), the degradation determination unit (830) can set the power mode of the first battery (100) to the emergency mode.

[0198] As another example, if the ratio of battery modules (110) whose degradation state is an abnormal degradation state or a complete degradation state among the plurality of battery modules (110) is less than a preset third ratio, the degradation determination unit (830) may set the power mode of the first battery (100) to a normal mode. In addition, if the ratio of battery modules (110) whose degradation state is an abnormal degradation state or a complete degradation state among the plurality of battery modules (110) 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 (100) 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 (110) whose degradation state is an abnormal degradation state or a complete degradation state among the plurality of battery modules (110) is greater than or equal to the fourth ratio, the degradation determination unit (830) may set the power mode of the first battery (100) to an emergency mode. Meanwhile, the degradation determination unit (830) can adjust the sizes of the third and fourth ratios. For example, the degradation determination unit (830) can decrease the sizes of the third and fourth ratios as the number of charging cycles increases, but is not limited thereto.

[0199] In the driving mode determination step (S40), the driving mode determination unit (750) can determine the driving mode of the hybrid vehicle (3) according to the power mode of the first battery (100).

[0200] The driving mode determination unit (750) can receive information on the deterioration status of the battery module (110) and the power mode of the first battery (100) from the deterioration determination unit (830). Furthermore, the driving mode determination unit (750) can determine the driving mode of the hybrid vehicle (3) according to the power mode of the first battery (100).

[0201] 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 (100) 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 (100) 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 (100) is the emergency mode.

[0202] As described above in FIGS. 9 and 10, in the 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 the ENG driving mode, the driving mode determination unit (750) can determine that from the second speed or higher is the ENG driving mode.

[0203] Hereinafter, reference will be made to FIGS. 21 to 23. FIGS. 21 to 23 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. 21 to 23 distinguish between EV mode, HEV mode, and ENG mode, which are distinguished according to the first speed and the second speed, respectively.

[0204] Referring to FIGS. 20 and 21, when the power mode of the first battery (100) 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 (100) 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.

[0205] Referring to FIGS. 20 and 22, when the power mode of the first battery (100) 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 (3) in EV mode, the motor output is increased by the first battery (100) 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.

[0206] Referring to FIGS. 20 and 23, when the power mode of the first battery (100) 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 (3) in EV mode, the motor output is increased by the first battery (100) 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.

[0207] 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 (100). That is, the worse the deterioration state of the plurality of battery modules (110) included in the first battery (100), the more the driving mode of the hybrid vehicle (3) can be determined to reduce the use of the first battery (100). This has the advantage that the deterioration of the first battery (100) can be delayed.

[0208] Hereinafter, a hybrid vehicle according to another embodiment will be described. Duplicate descriptions or detailed descriptions of configurations identical or similar to those described above in FIGS. 1 to 23 will be omitted.

[0209] Fig. 24 is an exploded perspective view of a hybrid vehicle according to another embodiment. Fig. 25 is a drawing showing in detail the components of the hybrid vehicle according to Fig. 24. Fig. 26 is a drawing showing specific components of the electronic control device according to Fig. 25. Fig. 27 is a drawing showing the relationship between components of the electronic control device in EV driving mode. Fig. 28 is a drawing showing the relationship between components of a hybrid vehicle in EV driving mode. Fig. 29 is a drawing showing the relationship between components of the electronic control device in HEV driving mode. Fig. 30 is a drawing showing the relationship between components of a hybrid vehicle in HEV driving mode. Fig. 31 is a drawing showing the relationship between components of the electronic control device in ENG driving mode. Fig. 32 is a drawing showing the relationship between components of a hybrid vehicle in ENG driving mode. Fig. 33 is a drawing showing the relationship between components of the electronic control device in RB driving mode. Fig. 34 is a drawing showing the relationship between components of a hybrid vehicle in RB driving mode. FIG. 35 is a schematic diagram showing repairing or replacing a second battery in a hybrid vehicle according to FIG. 24.

[0210] Referring to FIGS. 24 to 35, a hybrid vehicle (2) according to another embodiment differs from the hybrid vehicle (1) according to FIGS. 1 to 23 in that it may further include a second battery (600). While only one second battery (600) is illustrated, this is not limited to this and a plurality of second batteries (600) may be provided. For example, N (a natural number greater than or equal to 1) or more second batteries (600) may be provided.

[0211] A hybrid vehicle (2) may include a first battery (100), an engine (ENGINE, 200), a motor (MOTOR, 300), a transmission (TRANSMISSION, 400), a fuel tank (500), a second battery (600), an electronic control unit (ECU, 700_1), a battery management system (BMS, 800), and a plug-in charger (900).

[0212] The first battery (100) can be charged through a plug-in charger (900). The first battery (100) 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 (100) to charge the first battery (100). The first battery (100) can be connected to a motor (300). A switch (SW) can be arranged between the first battery (100) and the motor (300). The first battery (100) can be connected to the motor (300) in one direction. In the present specification, one-way connection may mean that the first battery (100) supplies electric energy to the motor (300), but does not receive electric energy from the motor (300).

[0213] The second battery (600) may be connected to the motor (300). The second battery (600) may be a regenerative braking charging type battery that is charged in the regenerative braking mode. The second battery (600) may be bidirectionally connected to the motor (300). In this specification, bidirectional connection means that the second battery (600) not only supplies the charged electric energy to the motor (300), but also receives the electric energy recovered from the motor (300) in the regenerative braking mode.

[0214] The electronic control unit (700_1) can control the engine (200), motor (300), transmission (400), and battery management unit (800). The electronic control unit (700_1) can control the on / off of the switch (SW).

[0215] The battery management device (800) can control the first battery (100) and the second battery (600). The battery management device (800) can control the output and charging of the first battery (100) and the output and charging of the second battery (600). The battery management device (800) is exemplified as being separately disposed from each of the first battery (100) and the second battery (600), but is not limited thereto and may be disposed within the first battery (100). 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 (100).

[0216] The electronic control unit (700_1) 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).

[0217] The engine control unit (710) can control the engine (200), the BMS control unit (720) can control the battery management system (BMS), the motor control unit (730) can control the motor (300), the transmission control unit (740) can control the transmission (400), and the switch control unit (760) can control the on / off of the switch (SW).

[0218] 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.

[0219] In EV driving mode, when the driver steps on the accelerator after starting the vehicle, the engine clutch is opened and the motor (300) is driven first using power from the first battery (100) and the second battery (600). The power from the motor (300) is transmitted to the transmission (400) and the final reduction gear to move the wheels.

[0220] 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.

[0221] 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).

[0222] 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 (300), generate a transmission control signal (TS) and transmit it to the transmission (400), and generate a switch on signal (SON) and transmit it to the switch control unit (760). In FIG. 9, 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).

[0223] The motor control unit (730) can transmit the generated motor control signal (MS) to the motor (300). The motor (300) can operate based on the transmitted motor control signal (MS).

[0224] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (100) and the second battery (600). The first battery (100) and the second battery (600) can supply power (or electric energy) to the motor (300) based on the battery control signal (BS) of the BMS control unit (720).

[0225] 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 (100) and the motor (300) are electrically connected, and power from the first battery (100) can be transmitted to the motor (300).

[0226] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (400). The transmission (400) can operate based on the transmitted transmission control signal (TS).

[0227] 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 (200) and the motor (300) together drive the hybrid vehicle (1). In the HEV driving mode, the power of the engine (200) and the motor (300) passes through the transmission (400) and the final reduction gear to move the wheels.

[0228] 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.

[0229] 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).

[0230] 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 (300), generate a transmission control signal (TS) and transmit it to the transmission (400), 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).

[0231] The BMS control unit (720) can transmit the generated battery control signal (BS) to the first battery (100) and the second battery (600). The first battery (100) and the second battery (600) can supply power (or electric energy) to the motor (300) based on the battery control signal (BS) of the BMS control unit (720).

[0232] 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 (100) and the motor (300) are electrically connected, and power from the first battery (100) can be transmitted to the motor (300).

[0233] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (400). The transmission (400) can operate based on the transmitted transmission control signal (TS).

[0234] 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 (200) drives the hybrid vehicle (2). In the ENG driving mode, the power of the engine (200) moves the wheels through the transmission (400) and the final reduction gear.

[0235] 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.

[0236] 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 (100) and the second battery (600) 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).

[0237] 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 (400). Although the driving mode determination unit (750) does not illustrate generating a motor off signal for turning off the motor (300) 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 (300) 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 (300) and transmit it to the motor control unit (730), and the motor (300) may be turned off based on the motor off signal transmitted from the motor control unit (730).

[0238] 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).

[0239] The engine control unit (710) can transmit the generated engine control signal (ES) to the engine (200). The engine (200) can operate based on the transmitted engine control signal (ES).

[0240] The BMS control unit (720) can transmit the generated battery off signal (BFS) to the first battery (100) and the second battery (600). The first battery (100) and the second battery (600) can not provide power to the motor (300) based on the battery off signal (BFS) of the BMS control unit (720).

[0241] The transmission control unit (740) can transmit the generated transmission control signal (TS) to the transmission (400). The transmission (400) can operate based on the transmitted transmission control signal (TS).

[0242] The RB driving mode may be a mode that is activated in the braking mode of a hybrid vehicle (1).

[0243] 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.

[0244] In RB driving mode, the motor (300) can operate as a generator instead of converting electrical energy (or power) into kinetic energy (or power). That is, the motor (300) can convert kinetic energy (or power) into electrical energy (or power).

[0245] 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.

[0246] 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).

[0247] 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 (200) and transmitting it to the engine control unit (710), and generating a transmission off signal for turning off the transmission (400) 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 (200) and the transmission (400) 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 (200) and the transmission (400) and transmits them to the engine control unit (710) and the transmission control unit (740), respectively, and the engine (200) and the transmission (400) 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.

[0248] 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).

[0249] The BMS control unit (720) can transmit the generated battery charging signal (BCS) to the second battery (600). The second battery (600) can charge (RB CHARGING) the electric energy (or power) generated from the motor (300) 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 (100). 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 (100). In this case, as described above, since the switch (SW) between the first battery (100) and the motor (300) is turned off by the switch control unit (760), in the RB driving mode, the first battery (100) is not electrically connected to the motor (300), and the electric energy (or power) generated by the motor (300) may not be charged to the first battery (100).

[0250] The motor control unit (730) can transmit the generated motor generating signal (GMS) to the motor (300). The motor (300) can be converted into a generator and operated based on the motor generating signal (GMS) of the motor control unit (730). The motor (300) 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 (300) can transmit the converted electrical energy (or power) to the second battery (600).

[0251] A hybrid vehicle (2) according to another embodiment includes a first battery (100) that is charged by a plug-in charging method as described above, and a second battery (600) that is disposed independently of the first battery (100), and the second battery (600) 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 (100) supplies electric energy (or power) to the motor (300), but does not receive electric energy recovered by the motor (300), so that it may be connected in one direction to the motor (300), and the second battery (600) may be connected in two directions to the motor (300). 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.

[0252] In another embodiment, a hybrid vehicle (2) may be configured so that the first battery (100), which primarily supplies electric energy to the motor (300), does not receive electric energy recovered by the motor (300) in the RB driving mode, while the electric energy recovered by the motor (300) is entirely charged to a separately provided second battery (600). This minimizes degradation in the performance and lifespan of the first battery (100).

[0253] In addition, the first battery (100) may have a large capacity and thus a large area. On the other hand, since the second battery (600) is charged in the RB driving mode, it may have a smaller capacity and smaller area than the first battery (100). Therefore, the installation location of the second battery (600) may be much more flexible than that of the first battery (100). For example, since the first battery (100) 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 (100) 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 (100), so repair and replacement of the first battery (100) may be very difficult. However, since the second battery (600) has a much more flexible installation location than the first battery (100), it can be positioned at the rear (RP) of the hybrid vehicle (2). Although the second battery (600) is exemplified as being positioned between the rear wheel and the fuel tank (500), it is not limited thereto. That is, since the second battery (600) can be easily extracted from the hybrid vehicle (2), even if the performance and lifespan of the second battery (600) deteriorate, it can be easily replaced and repaired.

[0254] Fig. 36 is a drawing showing in detail the configuration of a hybrid vehicle (3) according to another embodiment. Fig. 37 is a schematic diagram showing repair or replacement of a second battery (600) in a hybrid vehicle (3) according to Fig. 36.

[0255] Referring to FIGS. 36 and 37, a second battery (600) of a hybrid vehicle (3) according to another embodiment may be located in the front part (FP). As previously described, the second battery (600) may be connected to a motor (300) and a battery management system (BMS, 800). When the hood of the hybrid vehicle (3) is opened, the second battery (600) 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 (600) being charged are degraded, it may be easily replaced (CHANGE) and repaired (REPAIRING).

[0256] According to various embodiments of the present specification, if the degradation determination unit determines that the battery is abnormally degraded, it lowers the second speed to a third reference rate, and if the battery is determined to be completely degraded, it lowers the second speed to a fourth reference rate, and the fourth reference rate may be greater than the third reference rate.

[0257] 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.

[0258] 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.

[0259] (Explanation of symbols)

[0260] 1, 2, 3: Hybrid cars

[0261] 100: 1st Battery

[0262] 200: Engine

[0263] 300: Motor

[0264] 400: Transmission

[0265] 500: Fuel tank

[0266] 600: Second Battery

[0267] 700, 700_1: Electronic Control Unit

[0268] 800: Battery Management Device

Claims

1. Plug-in rechargeable battery; Regenerative braking charging battery; A motor connected to the plug-in rechargeable battery and the regenerative braking rechargeable battery, respectively; and Including an engine connected to the above motor, A hybrid vehicle in which the plug-in charging battery and the regenerative braking charging battery are spaced apart from each other.

2. In paragraph 1, A hybrid vehicle in which, in regenerative braking mode, the motor operates as a generator by recovering rotational energy of the engine, and the electric energy generated from the motor in the regenerative braking mode is charged to the regenerative braking charging battery.

3. In paragraph 2, A hybrid vehicle in which, in the regenerative braking mode, the electric energy is not supplied to the plug-in rechargeable battery.

4. In paragraph 1, A hybrid vehicle in which the plug-in charging battery is unidirectionally connected to the motor, and the regenerative braking charging battery is bidirectionally connected to the motor.

5. As a hybrid vehicle including EV driving mode and HEV driving mode, motor; A battery that outputs electrical energy to the above motor; and Including an engine connected to the above motor, In the above EV driving mode, the motor operates up to the first speed of the vehicle, In the HEV driving mode, the motor and the engine operate from the first speed to the second speed, A hybrid vehicle in which the first speed and the second speed are variable.

6. In paragraph 5, Further comprising an electronic control device that controls the motor, the battery and the engine, A hybrid vehicle in which the electronic control device varies the first speed and the second speed based on the power mode of the battery.

7. In paragraph 6, A hybrid vehicle further comprising a battery management device that determines a power mode of the battery.

8. In paragraph 6, A hybrid vehicle in which the electronic control device maintains the first speed and the second speed when the power mode of the battery is normal mode.

9. In paragraph 6, A hybrid vehicle in which the electronic control device lowers the first speed and the second speed to a first reference rate when the power mode of the battery is a warning mode.

10. In paragraph 6, A hybrid vehicle in which the electronic control device lowers the first speed and the second speed to a second reference rate greater than the first reference rate when the power mode of the battery is an emergency mode.

11. In paragraph 5, A hybrid vehicle further comprising an ENG driving mode in which the engine operates from the second speed.

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