KR20180006187A - Vehicular Power System and the Controlling Method thereof - Google Patents

Abstract

The present invention discloses a vehicle power system and a control method thereof. According to one aspect of the present invention, the vehicle power system with at least one battery, and including an internal combustion engine vehicle, a hybrid vehicle, and an electric vehicle comprises: a first power module including at least one battery, a starter for performing a vehicle start, and at least one switch and a controller; and an integrated controller for checking a vehicle operation status based on status information from a vehicle network, and performing at least one of power generation, current, and charge control of the first power module by instructing the controller through the vehicle network based on the vehicle operation status. An object of the present invention is to provide a vehicle power system and a control method thereof that can integrally control at least one power module on the basis of a vehicle communication.

Description

Technical Field [0001] The present invention relates to a vehicle power system,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power system, and more particularly to a vehicle power system and its control method that can be configured in a module form.

Vehicle electrical products have increased rapidly over the past 20 years due to growing consumer demand and global competition, and currently more than 100 electronic controllers are installed in large vehicles.

This sudden change of electric vehicle length leads to electric accidents (overvoltage, watertight shorts, etc.), vehicle performance and safety accidents.

In addition, increased electronics can lead to increased electrical component placement and increased wiring complexity, which can lead to reduced vehicle productivity, increased vehicle weight, and fuel economy deterioration.

Increasing energy efficiency is a great challenge to be overcome by encouraging the launch of eco-friendly vehicles with high fuel efficiency by strengthening environmental regulations and changing the fuel efficiency test method in each country.

As shown in FIG. 1, a passenger car currently in mass production consists of a 12V single-voltage-based power system.

Thus, conventional single-voltage-based power systems face alternator and battery capacity limitations in increasing electrical field loads.

In addition, in situations where power consumption is high (such as harsh driving conditions), power supply is insufficient, resulting in quality, functional safety, and reliability degradation.

Furthermore, since the power system using the conventional individual controller independently controls the consumption amount for only a part of the loads monitored by the corresponding controller, it is difficult to implement the total load management at the vehicle level and the efficient electric energy management (EEM) There was a problem.

United States Patent No. 8996284 (March 31, 2015)

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle power system and a control method thereof that can integrally control at least one power module on the basis of a vehicle communication.

The objects of the present invention are not limited to the above-mentioned objects, and other objects not mentioned can be clearly understood by those skilled in the art from the following description.

A power system of a vehicle having at least one battery including a general internal combustion engine vehicle, a hybrid vehicle, and an electric vehicle according to an aspect of the present invention includes at least one battery, a starter that performs a vehicle start, A first power module comprising at least one electrical load group, at least one switch and a controller, separated by property for implementation of the function; And performing at least one of power generation, power, and charge control of the first power module by instructing the controller through a vehicle network based on the vehicle operation state, based on status information from the vehicle network And an integrated controller for controlling the motor.

A vehicle power control method of an integrated controller for integrally controlling at least one power module including at least one battery, another drive voltage-based load group and at least one switch, according to another aspect of the present invention, Receiving information; Checking at least one of a vehicle operation state and a power consumption state based on the state information; And controlling at least one of power generation, power generation, and charging by controlling the power module based on the at least one state.

According to the present invention, it is possible to increase the efficiency of consumption of vehicle power, to diagnose component defects, to isolate defects from the normal system, and to cope with improvement in reliability of vehicle operation performance and functional safety demands.

Furthermore, since the power system module according to the embodiment of the present invention can be used not only in a conventional internal combustion engine vehicle but also in an environmental vehicle, that is, a hybrid vehicle and an electric vehicle, The width can be increased.

1 illustrates a single voltage based power system;
2 is a configuration diagram showing a vehicle power system according to the present invention;
3 is a detailed view of first to third power modules according to the present invention;
4A is a schematic diagram illustrating a power system including a first power module in accordance with the present invention;
Figure 4b is a schematic diagram illustrating a power system including first and second power modules in accordance with the present invention;
Figure 4c is a schematic diagram illustrating a power system including first and third power modules in accordance with the present invention;

BRIEF DESCRIPTION OF THE DRAWINGS The above and other objects, advantages and features of the present invention and methods of achieving them will be apparent from the following detailed description of embodiments thereof taken in conjunction with the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. In the present specification, the singular form includes plural forms unless otherwise specified in the specification. As used herein, the terms " comprises, " and / or "comprising" refer to the presence or absence of one or more other components, steps, operations, and / Or additions.

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. FIG. 2 is a configuration diagram of a vehicle power system according to an embodiment of the present invention, and FIG. 3 is a detailed view of first to third power modules according to an embodiment of the present invention.

2, the vehicle power system 20 according to the embodiment of the present invention includes first to third power modules 221 to 3 and an integrated controller 210. [ Such a vehicle power system 20 according to an embodiment of the present invention may be a power system of an internal combustion engine vehicle, a hybrid vehicle or an electric vehicle.

The first to third power modules 221 to 3 are modules that are classified by load and function connected thereto. Each of the power modules 221 to 223 includes at least one storage device (battery) and a plurality of switches for connecting or disconnecting each storage device.

Hereinafter, each of the power modules 221 to 223 will be described with reference to FIG.

The first power module 221 includes a generator (ALT), a starter St, a first storage BAT1, a second storage BAT2, a voltage stabilizer PS, a first group L1_1 A first group of switches SW1 to SW4, a first communication unit (not shown), and a first individual controller U1.

The first and second switches SW1 and SW2 are short-circuited or open for power supply control according to the vehicle operation state.

At this time, the first switch SW1 is open-controlled only at the initial start so that the electric power of the first storage device can be sufficiently supplied to the motor of the starter St. And the second switch SW2 is opened at the time of occurrence of a defect of the second storage device BAT2.

The first group L1_1 and the second group L1_2 of the first voltage load are both electrical loads using the first voltage. Here, the first voltage may be 12V.

Among them, the first group L1_1 of the first voltage loads is a set of electrical loads for vehicle standard (general, basic) specification implementation.

On the other hand, the second group L1_2 of the first voltage loads is a set of sensitive loads that can be affected in performance depending on driving voltage fluctuations according to the vehicle's specific driving condition or vehicle driving condition. For example, the second group L1_2 of the first voltage loads may include loads having the same or similar electrical characteristics as the instrument cluster, air conditioner, head unit, audio and external amplifier, and the like.

The voltage stabilizer PS stabilizes the first voltage and supplies it to the second group L1_2 of the first voltage load. As described above, according to the present invention, it is possible to stably supply a voltage to a voltage-sensitive load, thereby reducing functional problems caused by a voltage drop.

The third switch SW3 connects or disconnects the first voltage-to-power load group L1_3 to the first power module 221 in accordance with the short-circuit or the opening thereof.

The fourth switch SW4 determines a single-voltage-based power system or a multi-voltage-based power system according to its opening and shorting.

The first and second storage devices BAT2 are electric energy storage batteries, and supply power to a load connected thereto. For example, the first and second storage devices BAT1 and BAT2 may be lead acid, AGM, lithium ion, supercapacitor, EDLC, and solar cell.

At this time, the first storage device BAT1 may be a main battery, and the second storage device BAT2 may be a sub battery.

Here, the first voltage-to-power load group L1_3 may be a set of large power consumption safety loads to which operation power is essentially secured for running safety. This one voltage-to-power load group L1_3 may or may not be included in the first power module 221. [

For example, the first voltage-to-power load group L1_3 may be a safety-critical power consumption load such as a suspension (vehicle suspension system), steering, braking, wipers and external lamps.

The first communication unit (not shown) supports the vehicle network communication of the first individual controller U1.

The first individual controller U1 includes a generator ALT, a starter St, a voltage stabilizer PS, a first group L1_1 of the first voltage load, a second group L1_2 of the first voltage load, And at least one of the first to fourth switches SW1 to SW4, the first communication unit (not shown), and the first and second storage units BAT1 to BAT2.

Here, the first individual controller U1 includes an engine management system (EMS), a transmission control unit (TCU), a battery management system (BMS), a fuse relay switch controller (Box) , And a power conversion controller (Converter). The first individual controller U1 may include at least one processor, and may further include at least one storage unit.

At this time, the first individual controller U1 is connected to the generator ALT, the starter St, the first storage BAT1, the second storage BAT2, and the second storage BAT2 in response to an instruction through the vehicle network from the integrated controller 210. [ The first group L1_1 of the first voltage load, the second group L1_2 of the first voltage load, the first to fourth switches SW1 to SW4, and the first communication unit (not shown) Can be controlled.

The second power module 222 includes a first power converter DC / DC1, a third storage BAT3, a second voltage load group L2, a fifth switch SW5, a second communicator (not shown) And a second separate controller U2. Hereinafter, each component of the second power module 222 will be described.

The third storage BAT3 stores electrical energy and supplies power to the second voltage load group L2. The third storage device BAT3 can be charged by electrical energy from the first power module 221 during its normal operation.

The second voltage load group L2 is a set of loads using the second voltage.

The fifth switch SW5 is short-circuited during normal operation of the third storage device BAT3, and is open-controlled when a fault occurs.

The first power converter DC / DC1 may be turned off when the third storage device BAT3 is normally driven and may be boosted when the third storage device BAT3 is defective.

In detail, the third storage device BAT3 is connected in series with the first and second storage devices BAT2. Therefore, when the first power converter (DC / DC1) is turned off, the second voltage (the sum of the first voltage from the first and second storage devices BAT2 and BAT3) May be supplied to the second voltage load group L2. On the other hand, when a fault occurs in the third storage device BAT3, the first power converter DC / DC1 is turned on. Accordingly, the first power converter DC / DC1 can supply the second voltage generated by stepping up the first voltage from the first power module 221 to the second voltage load group L2.

The second communication unit (not shown) supports the vehicle network communication of the second individual controller U2.

The second individual controller U2 is connected to the first power converter DC / DC1, the second voltage load group L2, the fifth switch SW5 and the second power converter D2 in response to the instruction of the integrated controller 210 over the vehicle network. And controls at least one of driving of a communication unit (not shown) and charging / discharging of the third storage BAT3.

Here, the second individual controller U2 includes an engine management system (EMS), a transmission control unit (TCU), a battery management system (BMS), a fuse relay switch controller (Box) , And a power conversion controller (Converter). The second independent controller U2 may include at least one processor, and may further include at least one storage unit.

The third power module 223 includes a fourth storage device BAT4, a third voltage load group L3, a belt drive component ALT2, a sixth switch SW6, a second power converter DC / DC2, 3 communication unit (not shown) and a third individual controller U3. Hereinafter, each component of the third power module 223 will be described.

The fourth storage device BAT4 stores electrical energy and supplies power to the third voltage load group L3.

The third voltage load group L3 is a set of loads using the third voltage.

The belt drive component ALT2 may be an electric load such as an E-Machine and a belt drive machine. Such an electric load may consume electric power and may generate electric power.

The sixth switch SW6 is short-circuited during normal operation of the fourth storage device BAT4, and is open-controlled when a fault occurs.

The second power converter DC / DC2 distributes the third voltage after the voltage conversion between the first voltage and the third voltage and supplies the third voltage to the third voltage load group L3 and the belt drive component ALT2, (BAT3). As described above, in the present invention, the power supply amount can be increased by using a power supply system different from the conventional voltage (12V).

The third individual controller U3 is connected to the third voltage load group L3, the belt drive component ALT2, the sixth switch SW6, the second power converter (not shown) in response to the instruction of the integrated controller 210 over the vehicle network DC / DC2), the third communication unit (not shown), and the fourth storage BAT4. Here, the third individual controller U3 includes an engine management system (EMS), a transmission control unit (TCU), a battery management system (BMS), a fuse relay switch controller (Box) , And a power conversion controller (Converter).

Referring back to FIG. 1, the integrated controller 210 performs vehicle diagnosis, power generation control, power control, charge control, and regenerative braking based on the status information received through the vehicle network communication. At this time, the integrated controller 210 can instruct control of each component of each of the power modules 221 to 223.

Here, the status information may include at least one of a vehicle speed, a temperature, and a remaining battery level (SOC) of each of the storage devices BAT1 to BAT4. The battery remaining amount of each of the storage devices BAT1 to BAT4 may be provided from a battery management system (BMS).

The integrated controller 210 may control each of the power modules 221 to 223 based on the vehicle operation state or the power consumption state.

(One) Based on vehicle operation status

Specifically, the integrated controller 210 can check the vehicle operation state from the state information and control the first power module 221 based on the vehicle operation state. At this time, the vehicle operation state may be a cranked state, a start-on state, and a costing mode.

① In the vehicle cranking state,

The integrated controller 210 causes stable power supply to the starter St in the vehicle cranking state.

Specifically, the integrated controller 210 opens the first switch SW1 to allow power from the first storage device BAT1 to be supplied to the starter St without being transferred to other loads. Therefore, in the present invention, it is possible to prevent the problem that the power supply to the starter St is inadvertently stopped due to the power supplied to the other load, and the vehicle cracking is hindered.

At this time, the integrated controller 210 may short-circuit the second switch SW2 to supply power to the first group of the first voltage load and the second group 2 (L1_1 to L2).

The integrated controller 210, as described above, can receive status information from the engine control unit (ECU) indicating that the vehicle is in the vehicle cracking state to confirm that the vehicle is in the vehicle cracking state.

② In the ignition ON state

The integrated controller 210 controls the first and second switches SW1 to SW4 to supply power to the storage devices BAT1 to BAT4 from the generator ALT in the ignition ON state, 2). Specifically, the integrated controller 210 can short-circuit the first and second switches SW1 and SW2 in the startup-on state.

Here, the integrated controller 210 can receive from the engine control unit ECU state information indicating that the vehicle is in the starting-on state, and can confirm that the vehicle is in the starting-on state.

③ In Costing mode

The integrated controller 210 controls all of the loads from the power source of the first storage device BAT1 in the costing mode and controls the first and second switches SW1 to SW2 so as not to discharge the second storage device BAT2 do. Specifically, the integrated controller 210 can short-circuit the first switch SW1 and open the second switch SW2 in the costing mode.

Here, the integrated controller 210 can receive the state information from the engine control unit (ECU) indicating that the vehicle is in the running mode, and confirm that the vehicle is in the running mode.

(2) Based on power consumption status

The integrated controller 210 checks the power consumption state of at least one of the power consumption amount, the battery remaining amount, and the battery fault occurrence from the state information, and controls the first to third power modules 221 to 3 based on the power consumption state .

① When power consumption is high

The integrated controller 210 can request an increase in the power generation amount of the generator (ALT) to the ECU (Engine Control Unit) if the integrated controller 210 confirms that the power consumption is large from the state information SoC. At this time, the integrated controller 210 can confirm whether the total power consumption amount from the SoC for the plurality of storage devices BAT1 to BAT4 is larger than the usable power amount (the situation where the power consumption is large).

In addition, the integrated controller 210 may request an engine control unit (ECU) to increase the costing interval. In addition, the integrated controller 210 can reduce the power consumption by interrupting the operation of the convenience load. Here, the convenience load may be a load included in the first group L1_1 or the second group L1_2 of the first voltage load, such as a heater, an air conditioner, or the like for the convenience of the occupant.

More specifically, the integrated controller 210 calculates the sum of the power A generated in the generator ALT, the power B stored in the first through fourth storage devices BAT1 through BAT4, and the total load power C ) To perform power generation control, charge control, and load operation control.

As an example, the integrated controller 210 may be configured such that when the sum of the power A and the power B is less than the power C, the first power module 221 may step- .

② When the battery is low

If the integrated controller 210 confirms that the battery remaining amount is insufficient from the state information SoC, the integrated controller 210 prohibits the start-up and entering of the costing mode.

At this time, if the battery remaining amount of the first and second storage devices BAT1 and BAT2 is less than a predetermined threshold value, the integrated controller 210 can determine that the battery remaining amount is insufficient. Here, the threshold value may be an experimental value that is not enough to perform at least one start-up.

In this case, the integrated controller 210 does not transmit a separate instruction to the currently-loaded convenience load, and can maintain the operation of the convenience load.

③ In case of battery fault

The integrated controller 210 may open at least one of the first to sixth switches SW6 to disconnect the defective storage device if there is a defective storage device among the first to fourth storage devices BAT4, do.

For example, the integrated controller 210 can open control of the second switch SW2 when a defect of the second storage device BAT2 occurs, and when the defect of the third storage device BAT3 occurs, The switch SW5 can be controlled to open and the sixth switch SW6 can be controlled to open when a defect occurs in the fourth storage device BAT4.

(3) Other controls

When the first power module 221 is connected to the third power module 223, the integrated controller 210 receives the power from the belt drive component ALT2 via the second power converter DC / DC2 to the first storage device BAT1 ). At this time, the integrated controller 210 short-circuits the first and fourth switches SW1 and SW4, opens the other switches SW2, SW3, SW5 and SW6, and controls the second power converter DC / To level-convert the third voltage to the first voltage.

The integrated controller 210 can constitute a single voltage based power system by opening the fourth switch SW4 and can also be configured as a multi voltage based power system by shorting the fourth switch SW4 have.

As described above, the embodiment of the present invention can constitute a power supply system with high stability and reliability, thereby enhancing the efficiency of vehicle power control and improving the reliability of vehicle electrical products.

Hereinafter, a power system according to various embodiments of the present invention will be described with reference to Figs. 4A to 4C. FIG. 4A is a configuration diagram illustrating a power system including a first power module according to an embodiment of the present invention, and FIG. 4B illustrates a power system including first and second power modules according to an embodiment of the present invention. FIG. And FIG. 4C is a configuration diagram illustrating a power system including first and third power modules according to an embodiment of the present invention.

In Figures 4A-4C, the dashed blocks may be omitted as an option (OPT) specification. 4A to 4C, the first to third power modules 221 to 223 do not include the first to third individual controllers (individual controllers 1-1 to 1-n) The first to third individual controllers (individual controllers 1-1 to 1-n) exist in the upper part of the components of the third power modules 221 to 223, and the communication unit is omitted.

As shown in FIG. 4A, the vehicle power system may consist of only the first power module 221. At this time, the second storage device BAT2 and the second group L1_2 of the first voltage load in the first power module 221 may be omitted.

4B, the vehicle power system may be configured as a dual power (12V and 24V) system comprising first and second power modules 221, 222 utilizing different voltages.

At this time, the first and second storage devices BAT1 to BAT2 storing the same voltage are connected in series to each other so that the second voltage load group L2 is boosted even when the first power converter DC / (24V). ≪ / RTI >

As shown in FIG. 4C, the vehicle power system may be configured as a dual power (12V and 48V) system comprising first and third power modules 221 and 223 using different voltages.

At this time, the third power module 223 may include a belt drive component (ALT of FIG. 4C). In this case, the generator (ALT) in the first power module 221 may be omitted.

4C), the second power converter DC / DC2 is connected to the storage device BAT1, BAT2 in the first power module 221 by the belt drive component (ALT in Fig. 4C) during engine decelerating operation, Can be charged. Accordingly, the fuel consumption efficiency can be improved in another embodiment of the present invention.

As such, embodiments of the present invention can modularize and platform the power system to facilitate design and simplify the manufacturing process.

In addition, embodiments of the present invention can support sharing power systems for a plurality of vehicle types.

While the present invention has been described in detail with reference to the accompanying drawings, it is to be understood that the invention is not limited to the above-described embodiments. Those skilled in the art will appreciate that various modifications, Of course, this is possible. Accordingly, the scope of protection of the present invention should not be limited to the above-described embodiments, but should be determined by the description of the following claims.

20: vehicle power system 210: integrated controller
221 to 223: first to third power modules SW1 to 6: first to sixth switches
BAT1 to 4: First to fourth storage devices PS: Voltage stabilizer
L1_1, 2: first and second groups of the first voltage load
L1_3: First voltage-to-power load group
L2: second voltage load group L3: third power load group
DC / DC1 to 2: First and second power converters ALT2: Belt drive parts
ALT: generator St: starter

Claims (20)

1. A power system for a vehicle having at least one battery including an internal combustion engine vehicle, a hybrid vehicle and an electric vehicle,
A first power module comprising at least one battery, a starter performing a vehicle start, at least one switch and a controller; And
Determining at least one of power generation, power and charge control of the first power module by instructing the controller through a vehicle network based on the vehicle operating state, based on status information from the vehicle network, Integrated controller
And the vehicle power system. 2. The apparatus of claim 1,
And controlling the at least one switch such that power applied to the starter from one of the at least one battery is not distributed to other power consuming loads when it is confirmed from the state information that the vehicle is in a cranking state, Power system. 2. The apparatus of claim 1,
And if it is confirmed from the state information that the vehicle is turned on, the electric power from the generator is used to charge the at least one battery. 4. The generator according to claim 3,
Wherein the generator is a generator included in the first power module or is a belt driven component that is powered from another power module that generates a voltage different from the first power module. 2. The apparatus of claim 1,
Determining from the status information that the vehicle is in a coasting mode, controlling the at least one switch to drive all loads from the main battery to the main battery among the at least one battery, system. The power module of claim 1,
A first load group of a vehicle standard specification; A predetermined second load group which is influenced by the performance in accordance with the drive voltage variation; And a voltage stabilizer that stabilizes and supplies power from the at least one battery to the second load group. The method of claim 1,
At least one other power module comprising a load group using different voltages from the first power module and at least one other battery,
The vehicle power system further comprising: 8. The apparatus of claim 7,
Receiving a SoC of each battery from the battery management system with the status information, identifying a defective part from the at least one battery and at least one other battery from the SoC of each battery, Said at least one switch being separated from said at least one switch. 8. The apparatus of claim 7,
Checking whether the power consumption from the SoC of each battery which is the state information is a first state that is larger than the usable power amount and controlling at least one of the increase of power generation amount of the generator and the at least partial operation restriction of the load In vehicle power system. 8. The apparatus of claim 7,
Wherein the controller is configured to limit the start-up and entering of the costing mode if the battery remaining amount of the at least one battery is less than a predetermined threshold value from the SoC of each battery which is the status information. 8. The method of claim 7,
Further comprising another switch provided between the first power module and the other power module,
Wherein the integrated controller opens the other switch to configure the multi-voltage based power system by shorting the single voltage based power system or the other switch. 8. The method of claim 7,
The other power module includes:
A third battery that charges and outputs the same voltage as the at least one battery and is connected in series with the at least one battery;
A second voltage load group driven by a second voltage different from the first voltage from the at least one battery; And
And a fifth switch for opening or shorting a node between the third battery and the at least one battery,
Wherein the integrated controller short-circuits the fifth switch to supply the second voltage, which is a summed voltage of the at least one battery and the third battery, to the second voltage load group when the third battery is normally driven The vehicle power system. The method of claim 12,
The other power module further comprises a power converter for supplying the second voltage generated as a result of boosting the first voltage from the at least one battery to the second voltage load group at the time of operation,
Wherein the integrated controller opens the fifth switch when a fault of the third battery occurs and drives the power converter. 1. A vehicle power control method of an integrated controller for integrally controlling at least one power module, each comprising at least one battery, a different drive voltage based load group and at least one switch,
Receiving status information from a vehicle network;
Checking at least one of a vehicle operation state and a power consumption state based on the state information; And
Controlling at least one of power generation, power and charge by controlling the power module based on the at least one state
≪ / RTI > The method of claim 14,
Confirming whether the vehicle is in a vehicle cranking state from the state information; And
Controlling the at least one switch such that power applied to the starter from one of the at least one battery is not distributed and delivered to another power consuming load if it is determined that the vehicle is in the cracking state
The vehicle power control method comprising: The method of claim 14,
Confirming whether the vehicle is in a starting state from the state information; And
If it is determined that the vehicle is in the starting-on state, charging the at least one battery using power from a generator
The vehicle power control method comprising: The method of claim 14,
Confirming that the vehicle is in a coasting mode from the state information; And
And controlling the at least one switch so that all loads are driven from the main battery power among the at least one battery and the sub battery is not discharged. The method of claim 14,
Receiving from the battery management system the status information including the SoC of each battery;
Identifying a defective component from the at least one battery and at least one other battery from the SoC of each battery; And
And controlling said at least one switch such that said defective part is separated from other components. The method of claim 14,
Receiving the state information including a SoC of each battery from a battery management system;
Confirming that the power consumption from the SoC is a first state that is greater than an available power amount; And
Controlling at least one of an increase in the power generation amount of the generator and a limitation of at least a partial operation of the utility load if the generator is in the first state
The vehicle power control method comprising: The method of claim 14,
Receiving the state information including a SoC of each battery from a battery management system;
Determining from the SoC of each battery whether the remaining battery level of the at least one battery is below a predetermined threshold value; And
And restricting start-on and entering of a costing mode when the battery remaining amount is below the threshold value.

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