JP2019110044A - vehicle - Google Patents

Abstract

An object of the present invention is to secure a cooling capacity of a vehicle-mounted battery while the vehicle is stopped.
An ECU (100) determines whether or not it is necessary to operate a cooling fan (90) after a vehicle operation is stopped, based on at least one of a temperature of a main battery (70) and a predicted heat generation amount during vehicle operation. When the operation of cooling fan 90 is required after vehicle operation is stopped, compared with the case where the operation of cooling fan 90 is unnecessary after vehicle operation is stopped, auxiliary battery 90 serving as a power source for cooling fan 90 Control to increase the charge amount is executed.
[Selected figure] Figure 1

Description

  The present disclosure relates to vehicles, and more particularly to controls for cooling vehicle batteries.

  Since the internal resistance value rises when the battery temperature is high, it is known to provide an on-vehicle battery with an electric cooling mechanism such as a blower fan. In addition, if the battery is left in a high temperature state for a long time, deterioration may occur. Therefore, for example, according to Japanese Patent Laid-Open No. 2016-173957 (Patent Document 1), when the ignition switch of the electric vehicle is turned off, by operating the electric cooling fan, the battery in the charge / discharge stop state is efficiently Configuration is described. In particular, in the secondary battery cooling system of Patent Document 1, when the ignition switch is off, the necessity of battery cooling is determined based on the temperature detection value of the battery and the estimated amount of heat generation, thereby the unnecessary operation of the electric cooling fan. Can be suppressed.

JP, 2016-173957, A

  However, according to the secondary battery cooling system of Patent Document 1, when the ignition switch is turned off, that is, when the charge amount of the battery for supplying the power of the electric cooling fan at the time of operation stop is small, the cooling becomes insufficient. Are concerned.

  The present disclosure has been made to solve such problems, and an object of the present disclosure is to secure a cooling capacity of a vehicle-mounted battery while the vehicle is shut down.

  In one aspect of the present disclosure, a vehicle includes: a first battery; an electric cooling mechanism for cooling the first battery in operation; a second battery for supplying power to the electric cooling mechanism; And a controller for controlling the operation and charging / discharging of the first and second batteries. The control device is configured such that, while the vehicle is in operation, at least one of the temperature sensor and the charge / discharge current of the first battery is used to operate the electric cooling mechanism after stopping the vehicle operation. While determining which of the second states where the operation is unnecessary is performed, control is performed to increase the charge amount of the second battery in the first state as compared with the second state. .

  According to the present disclosure, it is possible to secure the cooling capacity of the in-vehicle battery while the vehicle is stopped.

It is a block diagram for demonstrating the whole structure of the vehicle by this Embodiment. It is a figure which shows typically an example of arrangement | positioning of a main battery and a cooling fan. 6 is a flowchart illustrating SOC control of an auxiliary battery in a vehicle according to the present embodiment. FIG. 6 is a flowchart illustrating battery cooling control processing after operation stop in the vehicle according to the present embodiment. FIG. 6 is a flowchart illustrating SOC control of a main battery in a vehicle according to the present embodiment.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions are denoted by the same reference characters and description thereof will not be repeated.

FIG. 1 is a block diagram for explaining the overall configuration of a vehicle according to the present embodiment.
Referring to FIG. 1, vehicle 1 includes an engine 10, a first motor generator (hereinafter also referred to as "first MG") 20, a second motor generator (hereinafter also referred to as "second MG") 30, and a power split device. 40, an air conditioner 50, a PCU (Power Control Unit) 60, a main battery 70, an auxiliary battery 80, a DC / DC converter 81, a cooling fan 90, and an ECU (Electronic Control Unit) 100. .

  The vehicle 1 is a hybrid vehicle that travels by power output from at least one of the engine 10 and the second MG 30. The power of engine 10 is divided into a path transmitted to drive wheel 2 by power split device 40 and a path transmitted to first MG 20.

  The first MG 20 generates power using the power of the engine 10 divided by the power dividing device 40. Second MG 30 generates power using at least one of the power stored in main battery 70 and the power generated by first MG 20. The power of the second MG 30 is transmitted to the drive wheel 2. During braking of the vehicle 1 or the like, the second MG 30 is driven by the drive wheels 2 and the second MG 30 operates as a generator. Thus, the second MG 30 also functions as a regenerative brake that converts kinetic energy of the vehicle into electric power. The regenerative power generated by the second MG 30 is stored in the main battery 70.

  PCU 60 is connected to main battery 70 via power lines PL and NL. The PCU 60 converts the DC power stored in the main battery 70 into AC power capable of driving the first MG 20 and the second MG 30, and outputs the AC power to the first MG 20 and / or the second MG 30. Thereby, the first MG 20 and / or the second MG 30 is driven by the power stored in the main battery 70. The PCU 60 also converts AC power generated by the first MG 20 and / or the second MG 30 into DC power that can charge the main battery 70 and outputs the DC power to the main battery 70. Thus, the main battery 70 is charged with the power generated by the first MG 20 and / or the second MG 30.

  Main battery 70 stores power for driving first MG 20 and / or second MG 30. The main battery 70 includes a plurality of secondary battery cells (for example, nickel hydrogen battery cells, lithium ion secondary battery cells) connected in series. The voltage of the main battery 70 is relatively high, for example, about 300 volts. The monitoring unit 3 is disposed in the main battery 70. The monitoring unit 3 determines the voltage of the main battery 70 (hereinafter referred to as “battery voltage Vb”), the current of the main battery 70 (hereinafter referred to as “battery current Ib”), and the temperature of the main battery 70 (hereinafter referred to as “battery temperature Tb”). To detect.

  The charge amount of the main battery 70 is generally managed by a state of charge (SOC), which indicates the current storage amount as a percentage of the full charge capacity. The ECU 100 has a function of sequentially calculating the SOC of the main battery 70 and the SOC of the auxiliary battery 80 based on the detection value of the monitoring unit 3.

  During vehicle operation, the main battery 70 is charged or discharged by the sum of the power generated or discharged by the first MG 20 and the power consumed or power (regenerated power) by the second MG 30. The ECU 100 can execute charge / discharge control of the main battery 70 such that the SOC of the main battery 70 is maintained at the reference SOC (SOCrr). Specifically, ECU 100 ensures that the sum of the power for generating the driving force or the braking force of the vehicle requested by the driver and the charge / discharge power for controlling the SOC of main battery 70 is secured. And controls the outputs of the engine 10, the first MG 20, and the second MG 30. For example, when the SOC of main battery 70 is lower than the reference SOC, the power generated by first MG 20 for charging main battery 70 in addition to the power for securing the required driving force set according to the accelerator opening. The outputs of the engine 10, the first MG 20, and the second MG 30 are controlled such that the output of the engine 10 is output from the engine 10.

  Air conditioner 50 is electrically connected to power lines PL and NL, and operates with high voltage power supplied from power lines PL and NL. The air conditioner 50 regulates (cools, heats) air in the passenger compartment.

  The accessory battery 80 stores power for operating a plurality of accessory loads mounted on the vehicle 1. Auxiliary battery 80 includes, for example, a lead storage battery. The voltage of the auxiliary battery 80 is lower than the voltage of the main battery 70, for example, about 12 volts or 24 volts. The plurality of accessory loads include the cooling fan 90, the ECU 100, each sensor, and other devices (for example, audio devices, lighting devices, car navigation devices, etc., not shown). In addition, sensors (a voltage sensor, a current sensor, and a temperature sensor) (not shown) are also arranged for auxiliary battery 80.

  The DC / DC converter 81 is electrically connected to the power lines PL, NL, and steps down the voltages supplied from the power lines PL, NL to supply the auxiliary battery 80 and a plurality of auxiliary loads. That is, the DC / DC converter 81 steps down the output voltage of the main battery 70 to generate power supplied to the accessory battery 80 and the accessory load. The output of the DC / DC converter 81 is controlled by the ECU 100.

  The ECU 100 further has a function of sequentially calculating the SOC of the auxiliary battery 80 based on detection values of various sensors disposed in the auxiliary battery 80. ECU 100 can control the output of DC / DC converter 81 such that the SOC of auxiliary battery 80 is maintained at the reference SOC (SOcr). For example, when the SOC of auxiliary battery 80 decreases below the reference SOC, the output current (output power) of DC / DC converter 81 is increased. Conversely, when the SOC of auxiliary battery 80 rises above the reference SOC, the output current (output power) of DC / DC converter 81 is reduced.

  Cooling fan 90 is configured to include a motor controlled by ECU 100 and a fan connected to the rotation shaft of the motor. When the cooling fan 90 operates, the cooling fan 90 sucks in the air in the passenger compartment and blows the sucked air to the main battery 70. The blower system (type of fan) of the cooling fan 90 may be a centrifugal system (such as a sirocco fan) or an axial flow system (propeller fan).

  Furthermore, the vehicle 1 includes an intake air temperature sensor 4, an outside air temperature sensor 5, and a rotational speed sensor 6. The intake air temperature sensor 4 is a sensor for detecting the temperature of air taken into the cooling fan (hereinafter referred to as “fan intake air temperature Tfan”). The outside air temperature sensor 5 detects the temperature of air outside the vehicle 1 (hereinafter referred to as “outside air temperature Tout”). The rotational speed sensor 6 detects the motor rotational speed of the cooling fan 90 (hereinafter simply referred to as “fan rotational speed Nfan”). These sensors output detected values to the ECU 100.

  The vehicle 1 is further provided with an ignition switch 11. In response to the turning on of the ignition switch 11 by the driver (hereinafter, also simply referred to as “IG on”), the vehicle 1 is brought into a vehicle driving state, and can be driven by the operation of the accelerator pedal (not shown). On the other hand, in response to the driver turning off the ignition switch 11 (hereinafter also referred to as "IG off"), the vehicle 1 is in the vehicle operation stop state, and can not travel even if the accelerator pedal is operated.

  The ECU 100 incorporates a CPU (Central Processing Unit) and a memory (not shown), and each component of the vehicle 1 (engine 10, PCU 60, air conditioner 50, DC / DC, etc.) based on information stored in the memory and information from each sensor. It controls the DC converter 81, the cooling fan 90, and the like.

  When operating the cooling fan 90, the ECU 100 performs feedback control of the cooling fan 90 so that the fan rotational speed Nfan becomes the target rotational speed Nf. The target rotational speed Nf may be a predetermined fixed value or may be a value that fluctuates according to the battery temperature Tb.

  FIG. 2 is a view schematically showing an example of the arrangement of the main battery 70 and the cooling fan 90. As shown in FIG.

  Referring to FIG. 2, a passenger compartment 8 and a luggage compartment 9 are provided in the interior of the vehicle 1. The temperature in the passenger compartment 8 is adjusted by an air conditioner 50 provided on the vehicle front side of the passenger compartment 8. The passenger compartment 8 is provided with a front seat 7a and a rear seat 7b for a passenger (user) to sit on. The cargo compartment 9 is provided on the vehicle rear side relative to the rear seat 7b. The passenger compartment 8 and the cargo compartment 9 may be communicated with each other above the rear seat 7b.

  The main battery 70 is accommodated in the battery case 71 and disposed in the luggage compartment 9. The inside of the battery case 71 is communicated with the passenger compartment 8 by the intake duct 72 and is communicated with the cargo compartment 9 by the exhaust duct 73.

  The cooling fan 90 and the intake air temperature sensor 4 are disposed in the intake duct 72. Although FIG. 2 shows an example in which the intake air temperature sensor 4 is disposed on the upstream side (front side of the vehicle) of the cooling fan 90, the intake air temperature sensor 4 is disposed on the downstream side of the cooling fan 90 (cooling fan 90 And the main battery 70).

  Arrows α shown in FIG. 2 indicate the flow of cooling air. When the cooling fan 90 is operated, the cooling fan 90 sucks the air in the passenger compartment 8 temperature-controlled (cooled) by the air conditioner 50, and blows the sucked air into the inside of the battery case 71 as cooling air. Do. The air blown into the battery case 71 cools the main battery 70 by heat exchange with the main battery 70, and then is discharged into the luggage compartment 9 through the exhaust duct 73.

  In the configuration example shown in FIGS. 1 and 2, the main battery 70 corresponds to the "first battery", and the auxiliary battery 80 corresponds to the "second battery". The cooling fan 90 corresponds to an example of the “electric cooling mechanism”, and the ECU 100 corresponds to an example of the “control device”.

  In the vehicle 1 having the above configuration, when the vehicle 1 travels to charge and discharge the main battery 70, current flows through the main battery 70, and the battery temperature Tb rises. If battery temperature Tb exceeds the allowable temperature, main battery 70 may be degraded. Therefore, when the battery temperature Tb exceeds a reference temperature set lower than the allowable temperature during operation, the ECU 100 performs the battery cooling control of operating the cooling fan 90 to cool the main battery 70. Thus, the battery temperature Tb can be controlled not to exceed the allowable temperature.

  On the other hand, as described in Patent Document 1, it is assumed that cooling of the main battery 70 is preferable not only during vehicle operation but also after operation stoppage in which the IG is turned off. For example, when the main battery 70 is turned off in a high temperature state or when it is expected that the temperature rise thereafter is expected due to charging and discharging of the main battery 70, the main battery 70 is cooled. If left unchecked, deterioration due to high temperature may be a concern.

  However, if the amount of charge (SOC) of the auxiliary battery 80 serving as the power source of the electric cooling mechanism represented by the cooling fan 90 is not sufficiently secured at the operation stop time (IG off time), the control of Patent Document 1 is performed. Even if introduced, there is a possibility that the cooling of the main battery 70 during the operation stop may be insufficient. On the other hand, uniformly increasing the charge amount (SOC) of the auxiliary battery 80 regardless of the necessity of battery cooling during operation stoppage leads to a decrease in the energy efficiency of the vehicle 1.

  Therefore, in the vehicle according to the present embodiment, cooling control of main battery 70 after stop of operation and SOC control of auxiliary battery 80 are executed as described below.

  FIG. 3 is a flowchart illustrating SOC control of the auxiliary battery in the vehicle according to the present embodiment. Control processing in accordance with the flowchart shown in FIG. 3 is periodically executed by the ECU 100 during vehicle operation.

  Referring to FIG. 3, ECU 100 obtains battery temperature Tb from the detection value of monitoring unit 3 in step S100. Furthermore, ECU 100 calculates a heat generation amount parameter for quantifying the estimated heat generation amount of main battery 70 in step S110. The heat generation amount parameter can be calculated using the charge / discharge current (battery current Ib) of the main battery 70.

The calorific value of the main battery 70 depends on the square of the battery current Ib. Therefore, the calorific value parameter can be calculated, for example, in accordance with the moving average value of Ib ² in a period which is a predetermined time ago from the present time. Furthermore, it is also possible to calculate the calorific value parameter according to the weighted moving average or the exponential moving average of Ib ² so that the weighting factor decreases with the passage of time. By the heat generation amount parameter, it is possible to predict the increase amount of the battery temperature Tb after the present time.

  In step S120, the ECU 100 determines whether the main battery 70 needs to be cooled after the operation is stopped, based on the battery temperature Tb acquired in step S110 and the heat generation amount parameter calculated in step S120. In step S120, it is determined that the cooling is necessary, for example, when the battery temperature Tb or the heat generation amount parameter exceeds a predetermined threshold value.

  Alternatively, it is also possible to set a determination value lower than the threshold value and determine that battery cooling after shutdown is necessary when both the battery temperature and the heat generation amount parameter are higher than the determination value. Furthermore, based on the fan intake air temperature Tfan detected by the intake air temperature sensor 4 and the outside air temperature Tout detected by the outside air temperature sensor 5, the threshold value and / or the determination value are set relatively low at low temperatures. It is also possible to vary according to the temperature conditions. As described above, the battery cooling necessity determination after operation stop in step S120 may be arbitrarily set based on at least one of the temperature of the main battery 70 (battery temperature Tb) and the charge / discharge current (battery current Ib). It is possible.

  When it is not necessary to cool main battery 70 after the operation is stopped (when NO in S120), the process proceeds to step S130 to set reference SOC (SOCr) of auxiliary battery 80 to default value SOCd. Set (SOCr = SOCd).

  On the other hand, when it is necessary to cool main battery 70 after the operation is stopped (YES in S120), ECU 100 proceeds to step S140 to increase SOC increase amount ΔSOCr of auxiliary battery 80. Calculate ΔSOCr> 0).

  The SOC increase amount ΔSOCr may be a constant value, but can also be set variably based on the battery temperature Tb and / or the heat generation amount parameter. Specifically, as the battery temperature Tb is higher, or as the heat generation amount parameter is larger, ΔSOCr can be set larger. Furthermore, the fan intake air temperature Tfan and / or the outside air temperature Tout may be further combined, and may be varied according to the temperature condition so as to be set relatively small ΔSOCr at low temperature.

  In step S150, ECU 100 sets reference SOC (SOcr) of auxiliary battery 80 according to the sum of default value SOCd and increase amount ΔSOcr calculated in step S140. Thereby, during vehicle operation, when battery cooling is required after operation stop (first state), when reference SOC (SOCr) of auxiliary battery 80 is not necessary after operation stop ( Compared with the second state).

  FIG. 4 is a flowchart illustrating battery cooling control processing after the vehicle is stopped in the vehicle according to the present embodiment.

  Referring to FIG. 4, ECU 100 starts the process of step S220 and later according to IG off. On the other hand, during vehicle operation, that is, during the IG on period (when the determination of S200 is NO), the processes after step S220 are not activated.

  At the IG off time point, the ECU 100 executes the determination at step S220 as to whether or not the main battery 70 needs to be cooled after the operation is stopped, as at step S120 of FIG. 3. When the battery cooling after the shutdown is not required (when the determination of S220 is NO), the ECU 100 proceeds to step S260 and stops the cooling fan 90. That is, in response to the IG off, the operating cooling fan 90 is stopped. When the cooling fan 90 is in the stop state at the time of IG off, the stop state is maintained.

  On the other hand, when the battery cooling after the shutdown is required (when the determination of S220 is YES), the ECU 100 proceeds to step S230 and sets the battery cooling condition. The battery cooling conditions include, for example, the operating time Tf of the cooling fan 90 from the IG off time and the target rotational speed Nf. As the target rotational speed Nf is higher, the cooling capacity in a fixed time is higher, but the power consumption of the cooling fan 90 is increased.

  Therefore, when the battery temperature Tb and the heat generation amount parameter are high, the battery cooling condition according to the heat generation degree of the main battery 70 so as to set the operation time Tf relatively long and set the target rotational speed Nf relatively high. Is preferably set to be variable. Furthermore, battery cooling is performed such that operation time Tf is set relatively short and target rotation speed Nf is set relatively low at low temperature by further combining fan intake air temperature Tfan and / or ambient temperature Tout. It is also possible to vary the conditions according to the temperature conditions.

  In step S240, the ECU 100 operates the cooling fan 90 in accordance with the battery cooling condition set in step S230. The rotational speed of the cooling fan 90 at this time is controlled according to the target rotational speed Nf set in step S230.

  Furthermore, in step S250, the ECU 100 determines whether the operation time Tf set in step S230 has elapsed from the start of operation of the cooling fan 90. The ECU 100 continues the operation of the cooling fan 90 in step S240 until the operation time Tf elapses (when the determination of S250 is NO). On the other hand, when the operation time Tf has elapsed (YES in S250), the ECU 100 proceeds to step S260 and stops the cooling fan 90. Thereby, the cooling of the main battery 70 is ended.

  Thus, according to the vehicle according to the present embodiment, based on battery temperature Tb and / or heat generation amount parameter at the time of IG off, the cooling fan is provided to avoid main battery 70 being left in a high temperature state for a long time Can operate 90. On the other hand, while the vehicle is in operation, it is sequentially determined whether or not the main battery 70 needs to be cooled after the operation is stopped, and if battery cooling is required, the auxiliary battery 80 supplying power to the cooling fan 90 The amount of charge (SOC) can be increased. Therefore, power for operating cooling fan 90 after shutdown can be sufficiently supplied from auxiliary battery 80. That is, it becomes possible to secure the battery cooling capacity after the shutdown.

  Further, battery cooling conditions (operation conditions of cooling fan 90) and SOC increase amount (ΔSOCr) of auxiliary battery 80 after shutdown are battery temperature Tb and / or heat generation amount parameter, and temperature conditions (outside temperature and temperature It can be set variably based on. Thereby, the power consumption and the extra charge of auxiliary battery 80 can be minimized, and the decrease in the energy efficiency of vehicle 1 can be avoided.

[Modification]
In the configuration example of FIG. 1, the charging power of auxiliary battery 80 is secured by DC / DC converting the output voltage of main battery 70. Therefore, if it is necessary to cool main battery 70 for a long time after the operation is stopped, there is also concern that energy for battery cooling can not be secured only by the increase in the charge amount (SOC) of auxiliary battery 80. Ru.

  Therefore, as in the modification shown in FIG. 5, SOC control of main battery 70 can be changed in the same manner as auxiliary battery 80.

  FIG. 5 is a flowchart illustrating SOC control of the main battery in the vehicle according to the present embodiment. The control process according to the flowchart shown in FIG. 5 is periodically executed by the ECU 100 while the vehicle is operating, together with the control process of FIG. 3.

  Referring to FIG. 5, ECU 100 determines whether or not the main battery 70 needs to be cooled after the operation is stopped, by steps S100 to S120 (FIG. 3) similar to FIG. 3. When battery cooling is not required (NO in S120), ECU 100 sets reference SOC (SOCrr) of main battery 70 to default value SOCdd in step S135.

  On the other hand, when the main battery 70 needs to be cooled after the operation is stopped (YES in S120), the process proceeds to step S145 to increase the SOC increase amount ΔSOCrr of the main battery 70 (ΔSOCrr (ΔSOCrr). Calculate> 0). Then, in step S155, reference SOC (SOCrr) of main battery 70 is set according to the sum of default value SOCdd and increase amount ΔSOCrr calculated in step S145. The SOC increase amount ΔSOCrr may be a fixed value, similarly to the SOC increase amount ΔSOCr of the auxiliary battery 80, and may be variably set based on the battery temperature Tb and / or the heat generation amount parameter.

  By combining the SOC control of FIG. 5 as well, when battery cooling is required after operation stop (first state) during vehicle operation, when the battery cooling is unnecessary (second state), In comparison to the reference SOC of the auxiliary battery 80, the reference SOC of the main battery 70 can also be increased. As a result, it is possible to more reliably secure the operating energy of the cooling fan 90 for cooling the main battery 70 after the operation is stopped.

  In the present embodiment, the example in which the SOC of auxiliary battery 80 is managed has been described, but control is similarly made to increase the charge amount of auxiliary battery 80 also when SOC is not directly managed and controlled. Can be realized. For example, during vehicle operation, when battery cooling is required after operation stop (first state), the same feedback value (compared to when battery cooling is not required (second state) The charge amount of the auxiliary battery 80 can be relatively increased also by controlling the output of the DC / DC converter 81 to be high with respect to the output voltage value of the auxiliary battery 80 and the like.

  Further, the configuration of the vehicle shown in FIG. 1 is merely an example, and any power for charging control of auxiliary battery 80 in which the operating power of electric cooling mechanism (cooling fan 90) of main battery 70 for traveling is stored. The present embodiment can be applied to the train configuration. Further, the mounting position of the main battery 70 is not limited to the example of FIG. 2, and the present embodiment can be applied to the cooling of the secondary battery mounted at an arbitrary position. Furthermore, with regard to the “electric cooling mechanism”, any device other than the cooling fan 90 can be applied as long as it can exhibit the cooling capacity with power consumption.

  It should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is indicated not by the above description but by claims, and is intended to include all modifications within the meaning and scope equivalent to claims.

  Reference Signs List 1 vehicle, 2 drive wheel, 3 monitoring unit, 4 sensor, 5 outside air temperature sensor, 6 rotation speed sensor, 7a front seat, 7b rear seat, 8 passenger compartment, 9 load room, 10 engines, 20 first MG, 30 second MG, 40 power split device, 50 air conditioner, 70 main battery, 71 battery case, 72 intake duct, 73 exhaust duct, 80 auxiliary battery, 81 converter, 90 cooling fan, Ib battery current, NL, PL power line, Nf target rotational speed , Nfan Fan rotational speed, SOCr SOC reference value (auxiliary battery), SOCrr SOC reference value (main battery), Tb battery temperature, Tout ambient temperature, Vb battery voltage.

Claims (1)

A first battery,
An electric cooling mechanism for cooling the first battery upon actuation;
A second battery for supplying power to the electric cooling mechanism;
A controller for controlling the operation of the electric cooling mechanism and charging / discharging of the first and second batteries;
The control device uses a temperature detector of the first battery and at least one of charge / discharge current during vehicle operation to perform a first state requiring the operation of the electric cooling mechanism after the vehicle operation is stopped and the first state. It is determined which of the second state in which the operation of the electric cooling mechanism is unnecessary is determined, and the charge amount of the second battery in the first state as compared with that in the second state. Execute control to increase the vehicle.

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