Vehicle control device

Abstract

To provide a vehicle control device capable of achieving both economical traveling and the reduction of an environmental load.SOLUTION: A vehicle control device controls a vehicle that is equipped with a rotary electric machine and a gasoline engine and performs charging of a battery which outputs power of the rotary electric machine by receiving electric power from a power supply lane provided on a road side. The vehicle control device comprises a processor. The processor, on the basis of an electric power price and a gasoline price and a total CO2 emission amount emitted up to a destination, controls traveling of the vehicle on a route to the destination by selecting either one of first traveling by the rotary electric machine and second traveling by the gasoline engine.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control device. [Background technology]

[0002] Patent Document 1 discloses a hybrid vehicle that has an externally chargeable main battery and an engine, and controls the amount of charge to the main battery from the outside based on received electricity price information and fuel price information and the vehicle driving history. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-308030 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, in recent years, efforts to reduce the burden on the environment have been implemented in various places, and there is a demand to reduce the environmental burden caused by vehicle operation as well.

[0005] The present disclosure has been made in consideration of the above, and has an object to provide a vehicle control device that can achieve both economical driving and reduced environmental impact. [Means for solving the problem]

[0006] A vehicle control device according to the present disclosure is a vehicle control device for controlling a vehicle that includes a rotating electric machine and a gasoline engine, and that receives electric power from a power supply lane provided on the road side to charge a battery that outputs power for the rotating electric machine, and includes a processor, and the processor calculates electricity prices, gasoline prices, and a total CO2 emission amount up to a destination. 2Based on the amount of exhaust gas discharged, a first running mode using the rotating electric machine or a second running mode using a gasoline engine is selected to control the running of the vehicle on the route to the destination. Effect of the Invention

[0007] According to the present disclosure, it is possible to achieve both economical driving and reduced environmental impact. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing a wireless power transmission system including a vehicle control device according to an embodiment. [Diagram 2] FIG. 2 is a diagram for explaining the power supply lane. [Diagram 3] FIG. 3 is a diagram showing a schematic configuration of a vehicle to which the vehicle control device according to the embodiment is applied. [Figure 4] FIG. 4 is a block diagram for explaining the functional configuration of the vehicle control device and the vehicle in the embodiment. [Diagram 5] FIG. 5 is a flowchart showing a flow of a process for setting a driving mode in the embodiment. [Figure 6] FIG. 6 is a flowchart showing the flow of a driving mode setting process in the modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A vehicle control device according to an embodiment of the present disclosure will be described with reference to the drawings. Note that components in the following embodiments include those that are replaceable and easy for a person skilled in the art, or those that are substantially the same.

[0010] (Embodiment) A wireless power transfer system to which a vehicle control device according to an embodiment is applied will be described with reference to FIGS. 1 to 3. FIG.

[0011] 1 is a schematic diagram showing a wireless power transmission system including a vehicle control device in an embodiment. The wireless power transmission system 1 transmits wireless power from a power supply lane 20 to a vehicle 40 by, for example, magnetic field resonant coupling (magnetic field resonance). The wireless power transmission system 1 includes a control device 10, the power supply lane 20, a battery 30, and the vehicle 40. The vehicle 40 is, for example, a hybrid vehicle including a rotating electric machine and an engine. The vehicle 40 may be a manually operated vehicle or an automatically operated vehicle. The vehicle 40 also includes a communication unit (for example, a DCM: Data Communication Module) for communicating with the control device 10. The wireless power transmission system 1 transmits wireless power from the power supply lane 20 to the vehicle 40 by magnetic field resonant coupling (magnetic field resonance).

[0012] The wireless power transmission system 1 transmits power in a non-contact manner to a vehicle 40 traveling on a power supply lane 20 provided on a road. In other words, the wireless power transmission system 1 transmits power by a magnetic field resonance method, and realizes power supply to the vehicle 40 while it is traveling by using magnetic field resonance coupling (magnetic field resonance). The wireless power transmission system 1 can be expressed as a dynamic wireless power transmission (D-WPT) system or a magnetic field dynamic wireless power transmission (MF-D-WPT) system.

[0013] The control device 10 and the vehicle 40 each have a communication function and are configured to be able to communicate with each other through a network N. This network N is configured, for example, from an Internet network, a mobile phone network, WiFi (registered trademark, Wireless Fidelity), BLE (Bluetooth (registered trademark) Low Energy), etc.

[0014] The control device 10 exchanges various information with the vehicle 40, and controls the power supply lane 20 and the battery 30. The control device 10 includes a control unit 11, a communication unit 12, and a storage unit 13.

[0015] Specifically, the control unit 11 includes a processor such as a CPU (Central Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), etc., and a memory (main storage unit) such as a RAM (Random Access Memory), a ROM (Read Only Memory), etc.

[0016] The control unit 11 loads a program stored in the memory unit 13 into a working area of ​​the main memory unit, executes it, and realizes functions that meet a predetermined purpose by controlling each component part through the execution of the program.

[0017] The communication unit 12 is configured with, for example, a communication module capable of transmitting and receiving various information, etc. When, for example, the power supply lane 20 supplies power to the vehicle 40, or when the power supply lane 20 receives power from the vehicle 40, the communication unit 12 communicates with the vehicle 40 via, for example, the network N to transmit and receive various information.

[0018] The storage unit 13 is composed of recording media such as an EPROM (Erasable Programmable ROM), a hard disk drive (HDD), and removable media. Examples of removable media include a universal serial bus (USB) memory, a compact disc (CD), a digital versatile disc (DVD), and a Blu-ray (registered trademark) disc (BD). The storage unit 13 can store an operating system (OS), various programs, various tables, various databases, and the like.

[0019] The storage unit 13 stores various information exchanged with the vehicle 40, information regarding the remaining capacity of the battery 30, and the like.

[0020] Fig. 2 is a diagram for explaining the power supply lane. In this embodiment, as shown in Fig. 2, the shapes of the vehicles may be different as long as they have a common function. The power supply lane 20 is configured to be capable of contactlessly supplying electric power to the vehicle 40. Specifically, the power supply lane 20 includes an electric current conductor 21 including a coil that supplies electric power to or receives electric power from the vehicle 40. The electric current conductor 21 is embedded in a lane of a road.

[0021] The battery 30 is a stationary power storage device. When the power supply lane 20 functions as a power transmission lane, the battery 30 supplies power to the power supply lane 20. When the power supply lane 20 functions as a power receiving lane, the battery 30 receives power from the power supply lane 20 and stores the power. The battery 30 may receive power from an external power generation facility, or may supply power to an external consumer facility. Although only one battery 30 is illustrated in FIG. 1, a battery 30 may be provided for each power supply lane 20.

[0022] Next, the configuration of vehicle 40 will be described with reference to Figures 1, 3, and 4. Figure 3 is a diagram showing a schematic configuration of a vehicle to which a vehicle control device according to an embodiment is applied. Figure 4 is a block diagram for explaining the functional configuration of the vehicle control device according to the embodiment. In the vehicle 40, the battery 61 is charged by power supplied from the power supply unit 21 managed by the control device 10.

[0023] The vehicle 40 is a hybrid vehicle equipped with a first rotating electric machine 41 (MG1), a second rotating electric machine 42 (MG2), and an engine 43. Note that, although the vehicle 40 shown in FIG. 1 is equipped with two rotating electric machines, the present invention is not limited to this, and may be configured to include, for example, one rotating electric machine capable of outputting driving force for vehicle running, and the engine 43. In other words, the vehicle 40 according to the embodiment only needs to be configured to be capable of running on at least the driving force (torque) from the rotating electric machines alone, or to be capable of running on only the driving force (torque) from the engine 43 alone.

[0024] Each of the first rotating electric machine 41 and the second rotating electric machine 42 has a stator with a three-phase winding (coil) that generates a rotating magnetic field, and a rotor with a permanent magnet that generates torque by magnetic force between the stator and the rotating magnetic field. Each of the first rotating electric machine 41 and the second rotating electric machine 42 is a so-called motor-generator that can operate as both an electric motor and a generator.

[0025] The first rotating electric machine 41 is mainly used as a generator. The first rotating electric machine 41 further cranks the engine 43 when the engine 43 is started. The first rotating electric machine 41 generates "torque acting on the engine 43", and cranking (rotating the crankshaft of the engine 43) is also called "motoring".

[0026] The second rotating electric machine 42 is mainly used as an electric motor, and is capable of generating driving force for the vehicle 40 (torque for propelling the vehicle 40).

[0027] The engine 43 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. In the present embodiment, an example will be described in which the engine 43 is a gasoline engine. Like the second rotating electric machine 42, the engine 43 can also generate driving force for the vehicle 40 (torque for running the vehicle 40).

[0028] The vehicle 40 has a power split mechanism 51. The power split mechanism 51 is a planetary gear mechanism. That is, the power split mechanism 51 includes a sun gear (not shown), a ring gear (not shown) that is arranged concentrically with the sun gear, a plurality of pinion gears (not shown) that mesh with the sun gear and also mesh with the ring gear, and a pinion carrier (not shown) that holds the plurality of pinion gears in a state in which they can rotate on their own axes and revolve around the sun gear.

[0029] An output shaft of the first rotating electric machine 41 is connected to the sun gear so as to be able to transmit torque. A crankshaft of the engine 43 is connected to the pinion carrier so as to be able to transmit torque. An output shaft of the second rotating electric machine 42 is connected to the ring gear via a reduction gear mechanism 52 so as to be able to transmit torque. Furthermore, the output shaft of the second rotating electric machine 42 is connected to an axle 53 via the reduction gear mechanism 52 so as to be able to transmit torque. The axle 53 is connected to driving wheels 55 via a differential gear 54 so as to be able to transmit torque.

[0030] A torsional damper 56 is interposed between the engine 43 and the power split mechanism 51. The torsional damper 56 rotatably couples a shaft on the engine 43 side and a shaft on the power split mechanism 51 side via an elastic body, and is designed to absorb fluctuations in the torque generated by the engine 43.

[0031] The vehicle 40 further includes a battery 61, a boost converter 62, and an inverter 63 which is a power converter. The battery 61 is an electricity storage device, and is, for example, a secondary battery capable of being charged and discharged, such as a lithium ion battery or a nickel metal hydride battery. DC power output from the battery 61 is voltage converted (boosted) by the boost converter 62. The voltage-converted DC power is converted to AC power by the switching operation of the switching elements in the inverter 63, and is supplied to the first rotating electric machine 41 and the second rotating electric machine 42.

[0032] On the other hand, when at least one of the first rotating electric machine 41 and the second rotating electric machine 42 operates as a generator, AC power generated by them is converted to DC power by the switching operation of the switching elements in the inverter 63. Furthermore, the converted DC power is voltage-converted (stepped down) by the boost converter 62 and supplied to the battery 61. As a result, the battery 61 is charged. Alternatively, the AC power generated by the first rotating electric machine 41 is supplied to the second rotating electric machine 42 via the inverter 63.

[0033] The control device 80 controls the first rotating electric machine 41, the second rotating electric machine 42, and the engine 43, and also communicates with the control device 10 and controls the driving mode of the vehicle 40. The control device 80 includes a transmitting / receiving unit 81, a communication unit 82, a GPS (Global Positioning System) unit 83, an input / output unit 84, a calculation unit 45, a determination unit 85, a storage unit 87, and an ECU (Electronic Control Unit) 48. The vehicle 40 is also provided with a battery 61 that supplies power to each unit. The battery 61 is a power storage device and is configured to be rechargeable. The components that control the vehicle 40 are configured using one or more computers, etc., including a CPU, an FPGA, a ROM, and a RAM, etc.

[0034] The transmitting / receiving unit 81 functions as a receiving unit that receives a power supply signal from the power conducting unit 21. The transmitting / receiving unit 81 also functions as a transmitting unit that transmits the power supply signal to the power conducting unit 21.

[0035] The communication unit 82 communicates with each external device by wireless communication via the network N. The communication unit 82 receives road traffic information such as regulations and congestion, and information regarding disasters from the external devices.

[0036] The GPS unit 83 receives radio waves from GPS satellites and detects the position of the vehicle 40. The detected position is output to the outside as position information of the vehicle 40 or is stored in a storage unit.

[0037] The input / output unit 84 is composed of a touch panel display, a speaker, a microphone, etc. The input / output unit 84 is configured to be capable of outputting information, such as displaying characters, figures, etc. on the screen of the touch panel display and outputting sound from the speaker, under the control of the ECU 88. The input / output unit 84 is also configured to be capable of inputting predetermined information to the ECU 88 by a user of the vehicle 40, for example, operating the touch panel display or speaking into the microphone.

[0038] The determination unit 85 determines whether there is a surplus of renewable energy, whether the gasoline price and the electricity price are high or low, and calculates the total CO 2 The magnitude of the emissions is determined.

[0039] The selection unit 86 selects either EV running using the second rotating electric machine 42 or HV running using the engine 43 based on the determination result of the determination unit 35.

[0040] The storage unit 87 is configured using a computer-readable recording medium, and various programs and various data are stored in a writable and readable manner. The recording medium includes storage media such as a hard disk, a semiconductor memory, an optical disk, a flash memory, and a magnetic disk, and a drive device for these storage media. The storage unit 87 stores an operating system (OS) and various application programs required for the ECU 88 to comprehensively control the operation of each part of the vehicle 40.

[0041] The ECU 88 is configured with an information processing device such as a microcomputer including a CPU, an FPGA, a ROM, and a RAM. The ECU 88 comprehensively controls the electrical operations of each part of the vehicle 40. The ECU 88 is configured to perform calculations using input data, pre-stored data, and programs, and to output the calculation results as control command signals.

[0042] In vehicle 40, accelerator opening sensor 71 detects the amount of operation of accelerator pedal 72 and outputs a signal representing this amount of operation. Control device 80 controls first rotating electric machine 41, second rotating electric machine 42, engine 43, etc., to drive vehicle 40, based on the amount of operation of accelerator pedal 72, vehicle speed, etc. When the vehicle 40 is driven autonomously, each part is driven according to an instruction signal under the control of the ECU 88.

[0043] In this embodiment, the driving mode of the vehicle 40 is controlled based on the power situation, price situation, and environmental load. This driving mode setting process will be described with reference to Fig. 5. Fig. 5 is a flowchart showing the flow of the driving mode setting process in this embodiment. This driving mode setting process is executed, for example, immediately before the vehicle starts traveling.

[0044] In this driving control, the ECU 88 acquires information on the power usage status of renewable energy, the amount of stored power, and the gasoline price and electricity price beforehand or immediately before processing. Renewable energy is energy that exists in nature, such as part of the earth's resources, such as solar power, wind power, and geothermal power. The gasoline price and electricity price are set under the control of the wireless power transmission system 1.

[0045] First, the ECU 88 divides the route to the set destination into a plurality of sections according to the type of road, for example, the inclination angle of the road or the presence or absence of bumps, and assigns the section number N (N=1, 2, . . . , N MAX ) and set N=1 (step S101). If there is no change in the type of road, MAX =1 may also be used.

[0046] Then, the determination unit 85 determines whether or not there is a surplus in the amount of stored power from renewable energy under the control of the wireless power transmission system 1 (the area where power is supplied by the power supply lane 20) (step S102). The determination unit 85 compares the amount of stored power with a preset threshold value to determine whether or not there is a surplus in the amount of stored power from renewable energy. If the determination unit 85 determines that there is a surplus in the amount of stored power from renewable energy (step S102: No), the ECU 88 proceeds to step S106. On the other hand, if the determination unit 85 determines that there is no surplus in the amount of stored power from renewable energy (step S102: Yes), the ECU 88 proceeds to step S103.

[0047] In step S103, the determination unit 85 compares the gasoline price with the electricity price to determine whether the gasoline price is lower than the electricity price. If the determination unit 85 determines that the gasoline price is equal to or higher than the electricity price (step S103: No), the ECU 88 proceeds to step S106. On the other hand, if the determination unit 85 determines that the gasoline price is lower than the electricity price (step S103: Yes), the ECU 88 proceeds to step S104.

[0048] In step S104, the determination unit 85 determines the total CO 2 Emissions and total CO when driving in EV mode 2 Compare the total CO emissions when driving an EV 2 Emissions are total CO when driving HV 2 The determination unit 85 determines whether the total CO emissions generated when driving a route from the current location to the destination in the case of HV driving, for example. 2 Emissions and total CO generated when driving EV 2 The relationship between the amount of CO2 emissions and the amount of CO2 emissions from HV and EV driving is determined based on factors such as the slope of the road and the presence or absence of bumps. 2 In addition, even if the same distance is traveled at the same speed, the total CO emissions for EV driving will change depending on the type of renewable energy used. 2 Emissions change. For example, if electricity is generated using renewable energy or nuclear power, and if thermal power is used as a renewable energy source, the total CO 2 Therefore, the determination unit 85 acquires the power generation method used when supplying power along the travel route, and multiplies the total CO 2 Calculate the amount of emissions. For example, the coefficient used in this case is larger for thermal power than for renewable energy. The determination unit 85 receives the total CO 2 The determination may be made by acquiring information on the amount of discharge.

[0049] The ECU 88 determines the total CO 2 Emissions are total CO when driving HV 2 If it is determined that the total CO emission amount is greater than the total CO emission amount (step S104: No), the process proceeds to step S106. 2 Emissions are total CO when driving HV 2 If it is determined that the amount is equal to or less than the discharge amount (step S104: Yes), the process proceeds to step S105.

[0050] In step S105, the selection unit 86 selects the HV driving mode as the driving mode of the vehicle 40 for the travel of the section number N. After the selection unit 86 selects the driving mode, the ECU 88 proceeds to step S107.

[0051] In step S106, the selection unit 86 selects the EV driving mode as the driving mode of the vehicle 40 for the travel of the section number N. In this EV driving mode, for example, the vehicle 40 travels in the EV mode while being powered by the power supply lane 20. After the selection unit 86 selects the driving mode, the ECU 88 proceeds to step S107.

[0052] In step S107, the ECU 88 increments the section number N by one.

[0053] Then, the ECU 88 checks whether the section number N set in step S107 is N MAX The ECU 88 determines whether the section number N is greater than or equal to N MAX If it is determined that the section number N is greater than N (step S108: Yes), the ECU 88 ends the process of setting the driving mode. MAX If it is determined that the total CO 2 A determination is made regarding emissions.

[0054] This will allow us to calculate the total CO 2 The driving mode that minimizes the amount of exhaust gas emissions is set. The ECU 88 controls the driving of the vehicle 40 in accordance with the driving mode selected for each section number.

[0055] In the embodiment described above, the CO 2 By selecting a driving mode with low emissions for each section of the route, the driving mode is set with consideration given to both the environment and economy. According to this embodiment, the total CO 2 Since each driving mode is set based on emissions, it is possible to achieve both economical driving and reduced environmental impact.

[0056] (Modification) Next, a modified example of the present embodiment will be described with reference to Fig. 6. Fig. 6 is a flowchart showing the flow of a driving mode setting process in the modified example. The configuration of the system is the same as that of the wireless power transmission system 1 according to the embodiment, and therefore a description thereof will be omitted.

[0057] In the driving control according to the first modification, first, in the same manner as in step S101, the ECU 88 divides the route to the set destination into a plurality of sections according to the type of road, for example, the inclination or the presence or absence of bumps in the road, and assigns the section number N (N=1, 2, . . . , N MAX ) and set N=1 (step S201).

[0058] Then, the determination unit 85 determines whether or not there is a surplus in the amount of electricity stored from renewable energy (step S202), similarly to step S102. If the determination unit 85 determines that there is a surplus in the amount of electricity stored from renewable energy (step S202: No), the ECU 88 proceeds to step S207. On the other hand, if the determination unit 85 determines that there is no surplus in the amount of electricity stored from renewable energy (step S202: Yes), the ECU 88 proceeds to step S203.

[0059] In step S203, the determination unit 85 compares the gasoline price with the electricity price in the same manner as in step S103, and determines whether the gasoline price is lower than the electricity price. If the determination unit 85 determines that the gasoline price is equal to or higher than the electricity price (step S203: No), the ECU 88 proceeds to step S207. On the other hand, if the determination unit 85 determines that the gasoline price is lower than the electricity price (step S203: Yes), the ECU 88 proceeds to step S204.

[0060] In step S204, the determination unit 85 determines whether the price difference obtained by subtracting the gasoline price from the electricity price is equal to or greater than a preset threshold. The threshold here is set based on a value obtained by converting the effort required by the driver to refuel with gasoline into a price, since in-motion power supply does not require the driver to take the effort of supplying power. For this reason, the selection of the driving mode is performed after including the effort of refueling in the gasoline price.

[0061] If the determination unit 85 determines that the price difference is less than the threshold value (step S204: No), the ECU 88 proceeds to step S207. On the other hand, if the determination unit 85 determines that the price difference is equal to or greater than the threshold value (step S204: Yes), the ECU 88 proceeds to step S205.

[0062] In step S205, the determination unit 85 determines the total CO 2 Emissions and total CO when driving in EV mode 2Compare the total CO emissions when driving an EV 2 Emissions are total CO when driving HV 2 The ECU 88 determines whether the total CO 2 Emissions are total CO when driving HV 2 If it is determined that the total CO emission amount is greater than the total CO emission amount (step S205: No), the process proceeds to step S106. 2 Emissions are total CO when driving HV 2 If it is determined that the amount is equal to or less than the discharge amount (step S205: Yes), the process proceeds to step S105.

[0063] In step S206, the selection unit 86 selects the HV driving mode as the driving mode of the vehicle 40 for the travel of the section number N. After the selection unit 86 selects the driving mode, the ECU 88 proceeds to step S208.

[0064] In step S207, the selection unit 86 selects the EV driving mode as the driving mode of the vehicle 40 for the travel of the section number N. In this EV driving mode, for example, the vehicle 40 travels in the EV mode while being supplied with power by the power supply lane 20. After the selection unit 86 selects the driving mode, the ECU 88 proceeds to step S208.

[0065] In step S208, the ECU 88 increments the section number N by one.

[0066] Then, the ECU 88 checks whether the section number N set in step S208 is N MAX The ECU 88 determines whether the section number N is greater than or equal to N MAX If it is determined that the section number N is greater than N (step S209: Yes), the ECU 88 ends the process of setting the driving mode. MAXIf it is determined that the total CO 2 A determination is made regarding emissions.

[0067] This allows us to calculate the total CO 2 The driving mode that minimizes the amount of exhaust gas emissions is set. The ECU 88 controls the driving of the vehicle 40 in accordance with the driving mode selected for each section number.

[0068] In the present modified example described above, the CO 2 By selecting a driving mode with low emissions for each section of the route, the driving mode is set with consideration given to both the environmental and economic aspects. According to this modification, the total CO 2 Since each driving mode is set based on emissions, it is possible to achieve both economical driving and reduced environmental impact.

[0069] Further advantages and modifications may readily occur to those skilled in the art. Thus, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and equivalents thereof. [Explanation of symbols]

[0070] 1. Wireless power transfer system 10 Control device 11 Control section 12 Communications Department 13, 87 Memory section 20 Power Lanes 21 Electrical section 30, 61 Battery 40 vehicles 81 Transmitter / receiver 82 Communications Department 83 GPS section 84 Input / output section 85 Judgment section 86 Selection section 88 ECU N Network

Claims

1. A vehicle control device for controlling a vehicle that includes a rotating electric machine and a gasoline engine, receives electric power from a power supply lane provided on a road side, and charges a battery that outputs power for the rotating electric machine, A processor is provided. The processor, Electricity and gasoline prices and total CO emitted to the destination 2 and selecting either a first running mode using the rotating electric machine or a second running mode using a gasoline engine based on the amount of exhaust gas discharged from the vehicle, thereby controlling the running of the vehicle on the route to the destination. Vehicle control device.

2. The processor, The gasoline price is lower than the electricity price, and the CO 2 The emission amount of the first run is CO 2 selecting the second trip if the discharge amount is less than the discharge amount; The vehicle control device according to claim 1.

3. The processor, Dividing the route to the destination into a plurality of sections according to road types; Setting either the first or second travel for each section; The vehicle control device according to claim 1.

4. The processor, If the gasoline price is lower than the electricity price, selecting the second traveling mode when a price difference between the gasoline price and the electricity price is equal to or greater than a preset threshold value; The vehicle control device according to claim 1.

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