Vehicle control device

Abstract

To provide a vehicle control device which controls a motor properly while managing a battery properly.SOLUTION: A vehicle control device is used in a vehicle including a motor which may output power to a drive shaft connected to an axle, and a battery which exchanges electric power to the motor, and performs torque control for controlling the motor so that target torque is output. The vehicle control device performs the torque control or voltage control, in which an output voltage of the motor is controlled so that a charging current of the battery becomes a target current set based on battery information regarding the battery, in a switching manner. Through the action, the vehicle control device can control the motor properly while managing the battery properly.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] Conventionally, there is known an electric vehicle including a chargeable and dischargeable battery and a motor driven by the discharge output of the battery (see, for example, Patent Document 1). A control device for this electric vehicle determines an upper limit charging power (allowable charging power) according to the battery's charge ratio SOC and temperature, and calculates a regenerative torque upper limit value by dividing the upper limit charging power by the motor rotation speed. Furthermore, the control device calculates a regenerative torque target value by comparing the regenerative torque upper limit value with the motor rated power, and controls the torque of the motor so as to output a braking torque according to the regenerative torque target value. As a result, when braking the electric vehicle, the regenerative torque is maximized within a range that prevents overcharging of the battery, and a large amount of regenerative energy can be recovered in the battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2003-125502 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned vehicle control device, when the battery's charge percentage SOC cannot be recovered and drops even if the torque control of the motor is performed, it is possible to switch the control from the torque control to the voltage control that controls the motor output voltage so that the battery charging current becomes the target current. However, even after switching to the voltage control, it is desired to appropriately control the motor while appropriately managing the battery.

[0005] The main object of the vehicle control device disclosed herein is to appropriately control the motor while appropriately managing the battery. [Means for solving the problem]

[0006] The vehicle control device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The vehicle control device according to the present disclosure includes: A vehicle control device that is used in a vehicle including a motor capable of outputting power to a drive shaft connected to an axle, and a battery that exchanges power with the motor, and that executes torque control to control the motor so as to output a target torque, and switching between the torque control and a voltage control for controlling an output voltage of the motor so that a charging current of the battery becomes a target current based on battery information relating to the battery. The gist of the present invention is as follows.

[0008] The vehicle control device disclosed herein switches between torque control and voltage control, which controls the output voltage of the motor so that the charging current of the battery becomes a target current based on battery information related to the battery. In voltage control, the output voltage of the motor is controlled so that the charging current becomes a target current based on the battery information, so that the motor can be appropriately controlled while appropriately managing the battery.

[0009] In the vehicle control device of the present disclosure, the battery information may include an allowable charging power that is allowed for charging the battery, an actual charging power that charges the battery, and a power storage rate of the battery. In this way, the battery can be appropriately managed and the motor can be appropriately controlled according to the allowable charging power, actual charging power, and power storage rate of the battery.

[0010] In the vehicle control device of the present disclosure, in an aspect in which the battery information includes at least one of the allowable charging power, the actual charging power, and the power storage ratio of the battery, when the power to charge the battery is a negative value, when the actual charging power is less than the allowable charging power, the target current may be set based on an allowable current obtained by dividing the allowable charging power by the voltage of the battery, and when the actual charging power is equal to or greater than the allowable charging power, the target current may be set based on the power storage ratio. When the actual charging power is less than the allowable charging power, the target current is set based on the allowable current, so that it is possible to prevent the actual charging power from falling below the allowable charging power, i.e., to prevent the battery from being charged with power that exceeds the power allowed when charging the battery. When the actual charging power is equal to or greater than the allowable charging power, the target current is set based on the power storage ratio, so that the battery can be charged with power according to the power storage ratio.

[0011] In the vehicle control device of the present disclosure, in which a target current is set based on an allowable current when the actual charging power is less than the allowable charging power, when the allowable current is less than a predetermined current in the case where the actual charging power is less than the allowable charging power, the allowable current may be set to the target current. This makes it possible to prevent the battery from being charged with power exceeding the allowable power. Here, the "predetermined current" may be a threshold value for determining whether or not the allowable current of the battery is small and it is necessary to reduce the current for charging the battery.

[0012] In the vehicle control device of the present disclosure, in which the target current is set based on the power storage ratio when the actual charging power exceeds the allowable charging power, when the actual charging power is equal to or greater than the allowable charging power, or when the actual charging power is less than the allowable charging power and the allowable current is equal to or greater than the predetermined current, when the power storage ratio is equal to or less than the predetermined ratio, a current higher than the allowable current may be set as the target current, and when the power storage ratio exceeds the predetermined ratio, the target current may be set to the predetermined current. When the power storage ratio is equal to or less than the predetermined ratio, a current higher than the allowable current is set as the target current, so that the power storage ratio can be quickly restored. Also, when the power storage ratio exceeds the predetermined ratio, the target current is set to the predetermined current, so that the power for charging the battery is prevented from exceeding the allowable charging power, and the power storage ratio can be restored. This allows the battery to be appropriately charged according to the power storage ratio. Here, the "predetermined ratio" is a threshold value for determining whether the power storage ratio should be quickly restored. [Brief description of the drawings]

[0013] [Figure 1] 1 is a schematic configuration diagram showing a vehicle 1 including a control device of the present embodiment. [Diagram 2] 13 is a flowchart showing an example of a control routine executed by the HVECU 90. [Diagram 3] 10 is a timing chart showing an example of changes over time in the target current Ic* and the allowable charging power Win when the target current Ic* is set to the allowable current Ia. [Figure 4] 4 is a timing chart showing an example of time variations in the power storage ratio SOC and the target current Ic*. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] An embodiment of the present disclosure will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a vehicle 1 including a control device of the present embodiment. The vehicle 1 shown in the figure is a hybrid vehicle including an engine 10, a power transmission device 20 that transmits power from the engine 10 to drive wheels DW via a drive shaft 24, a differential gear DF, and an axle 26, and a motor generator MG. Furthermore, the vehicle 1 includes an inverter 30, a high-voltage side battery 40, a low-voltage side battery 50, a DC / DC converter (voltage conversion device) 55, an engine electronic control device (hereinafter referred to as "engine ECU") 60, a shift electronic control device (hereinafter referred to as "shift ECU") 70, a brake electronic control device (hereinafter referred to as "brake ECU") 80, and a hybrid electronic control device (hereinafter referred to as "HVECU") 90 as a control device of the present disclosure.

[0015] The engine 10 is an internal combustion engine that generates power by explosive combustion of a mixture of air and a hydrocarbon fuel such as gasoline, diesel, or LPG. The engine 10 includes a plurality of cylinders (combustion chambers) (not shown), a crankshaft (output shaft) 11 connected to pistons (not shown) arranged in each cylinder, an electronically controlled throttle valve (not shown), a plurality of fuel injection valves and spark plugs (not shown), a crank angle sensor 12 that detects the rotational position (crank angle) of the crankshaft 11, and the like. The engine 10 further includes a starter 15 that outputs cranking torque to the crankshaft 11 to start the engine 10. The starter 15 includes a pinion gear that can mesh with a ring gear that rotates integrally with the crankshaft 11, a DC motor that rotates the pinion gear, an actuator that moves the pinion gear forward and backward between a meshing position with the ring gear and a retracted position, and the like.

[0016] The power transmission device 20 includes a starting device connected to the crankshaft 11 of the engine 10, a speed change mechanism (automatic transmission) connected to the starting device, a hydraulic control device that supplies hydraulic pressure to the starting device and the speed change mechanism, and the like (all not shown). The starting device includes a front cover connected to the crankshaft 11, a torque converter (fluid transmission device) having a pump impeller, a turbine runner, a stator, and the like, a damper mechanism that damps vibrations from the engine 10, and a clutch (lock-up clutch) that can connect the front cover and the speed change mechanism via the damper mechanism, and the like. The speed change mechanism is, for example, a 4- to 10-speed automatic speed change mechanism, and includes an input shaft, an output shaft, at least one planetary gear mechanism, and a plurality of clutches and brakes (hydraulic engagement elements), and the like. The speed change mechanism changes the speed of the power transmitted from the starting device (damper mechanism) to the input shaft in multiple stages and outputs it to the output shaft. The power output to the output shaft of the speed change mechanism is transmitted to the drive wheels DW via the drive shaft 24, the differential gear DF, and the axle 26. The speed change mechanism may be, for example, a belt-type continuously variable transmission (CVT) or a dual clutch transmission.

[0017] The motor generator MG is a synchronous generator motor (three-phase AC motor) including a stator and a rotor (not shown). The rotor of the motor generator MG is inseparably connected to an end of the crankshaft 11 of the engine 10 opposite the power transmission device 20 side via a transmission mechanism 17. In this embodiment, the transmission mechanism 17 is a winding transmission mechanism including a pulley fixed to the crankshaft 11, a pulley fixed to the rotor of the motor generator MG, and a belt wound around both pulleys. The transmission mechanism 17 may be a gear mechanism or a chain mechanism. The motor generator MG may be a DC motor, and may be disposed (directly connected) between the engine 10 and the power transmission device 20.

[0018] The inverter 30 drives the motor generator MG and includes, for example, six transistors and six diodes connected in parallel to each transistor in the reverse direction. The high-voltage battery 40 is, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery having a rated output voltage of 40-50V. The high-voltage battery 40 is connected to the inverter 30 via a system main relay (not shown) and a high-voltage power line LH. As a result, the high-voltage battery 40 and the motor generator MG exchange power via the inverter 30. The low-voltage battery 50 is, for example, a secondary battery such as a lead-acid battery having a rated output voltage of 12-15V, and stores power to be supplied to various auxiliary devices. The DC / DC converter 55 is connected to the high-voltage power line LH (system main relay) and is connected to the low-voltage battery 50 as a load and various auxiliary devices including the above-mentioned starter 15 via a low-voltage power line LL and an output side relay (not shown). The DC / DC converter 55 can step down the power from the high-voltage power line LH, i.e., the motor generator MG or the high-voltage side battery 40, and supply it to the low-voltage power line LL, and can also step up the power from the low-voltage side battery 50 and supply it to the high-voltage power line LH.

[0019] The engine ECU 60, the shift ECU 70, the brake ECU 80, and the HVECU 90 each include a microcomputer having a CPU, ROM, RAM, input / output devices, etc. (not shown), and exchange information with each other via a shared dedicated line and a dedicated communication line. The engine ECU 60 controls related accessories such as the engine 10 and the starter 15 based on signals from various sensors such as the crank angle sensor 12, the HVECU 90, etc. The shift ECU 70 controls a hydraulic control device of the power transmission device 20 based on signals from various sensors, the HVECU 90, etc. The brake ECU 80 sets command values, etc. for a hydraulic brake actuator (not shown) based on a brake pedal stroke (depression amount of a brake pedal (not shown)) detected by a brake pedal stroke sensor (not shown) and a detection value of a vehicle speed sensor (not shown) that detects the vehicle speed V of the vehicle 1, and controls the hydraulic brake actuator based on the command values, etc.

[0020] The HVECU 90 acquires signals from a start switch for instructing system start and system stop of the vehicle 1, an accelerator pedal position sensor for detecting an accelerator opening Acc, a brake switch, a shift position sensor, a vehicle speed sensor, etc. The HVECU 90 also acquires signals from a voltage sensor for detecting a terminal voltage Vb of the high-voltage battery 40, a current sensor for detecting a charge / discharge current Ib of the high-voltage battery 40, and a temperature sensor for detecting a temperature (battery temperature) Tb of the high-voltage battery 40. The HVECU 90 also acquires signals from a voltage sensor for detecting a voltage VH (a voltage output from the inverter 30 to the high-voltage battery 40 side, or a voltage applied from the high-voltage battery 40 to the inverter 30) in the high-voltage power line LH, a current sensor for detecting a current IH (a current output from the inverter 30 to the high-voltage battery 40 side, or a current applied from the high-voltage battery 40 to the inverter 30) flowing through the high-voltage power line LH, a voltage sensor for detecting a voltage VL in the low-voltage power line LL, a rotational position sensor for detecting a rotational speed Nm of the motor generator MG, a current sensor for detecting a phase current applied to the motor generator MG, etc.

[0021] The HVECU 90 derives the charge ratio SOC of the high-voltage battery 40 (the ratio of the amount of power that the high-voltage battery 40 can discharge to the total capacity of the high-voltage battery 40), the charge / discharge required power Pb* of the high-voltage battery 40, the allowable charging power Win allowed for charging the high-voltage battery 40, the allowable discharging power Wout allowed for discharging the high-voltage battery 40, etc., based on the inter-terminal voltage Vb, the charge / discharge current Ib, the battery temperature Tb, etc. Then, the HVECU 90 sets the target power and target rotation speed of the engine 10, the target torque (target regenerative braking torque or target assist torque) Tm* of the motor generator MG, etc., based on the accelerator opening Acc, the signal from the brake switch, the vehicle speed V, the SOC of the high-voltage battery 40, the charge / discharge required power Pb*, the allowable charging power Win (negative value), the allowable discharging power Wout (positive value), etc. Furthermore, the HVECU 90 controls the switching of the inverter 30 so that the motor generator MG outputs a torque corresponding to the target torque Tm*. Furthermore, HVECU 90 performs switching control of DC / DC converter 55 so as to step down the power from motor generator MG or high-voltage side battery 40 and supply the power to low-voltage power line LL. Note that vehicle 1 may include, instead of HVECU 90, an ECU that controls motor generator MG (inverter 30) and an ECU that controls DC / DC converter 55.

[0022] In the vehicle 1 configured as described above, the HVECU 90 controls the inverter 30 in response to the driver turning on the start switch so that the engine 10 is started by cranking torque from the motor generator MG. This causes cranking torque to be output from the motor generator MG to the crankshaft 11 via the transmission mechanism 17, and the engine ECU 60 starts fuel injection control and ignition control at a predetermined timing, thereby starting the engine 10. Note that after the driver turns on the start switch, the engine 10 may be started by cranking torque from the motor generator MG in response to a start request from the driver (for example, releasing the brake pedal).

[0023] Further, when the vehicle 1 is traveling, the engine ECU 60 executes intake air amount control, fuel injection control, ignition control, and the like of the engine 10 based on signals from various sensors, etc., so that the engine 10 outputs power corresponding to the target power based on the target power and target rotation speed set by the HVECU 90. At this time, the HVECU 90 executes torque control for switching control of the inverter 30 so that the motor generator MG outputs torque corresponding to the target torque Tm*. In this embodiment, while the vehicle 1 is traveling, the motor generator MG mainly operates as a generator that generates electric power using a part of the power from the engine 10 operated under load, and is appropriately driven by the electric power from the high-voltage battery 40 to output an assist torque (driving torque) to the crankshaft 11 of the engine 10. Furthermore, when braking the vehicle 1, the motor generator MG outputs a regenerative braking torque to each driving wheel DW via the power transmission device 20, and charges the high-voltage battery 40 via the inverter 30. When the power storage percentage SOC of the high-voltage battery 40 falls below a predetermined threshold SOCref (e.g., 20%, 25%, 30%, etc.) while the HVECU 90 is executing torque control, the HVECU 90 executes voltage control to control the output voltage of the motor generator MG (the voltage VH of the high-voltage power line LH) so that the charging current of the high-voltage battery 40 becomes the target current Ic*.

[0024] Next, the operation of the vehicle 1 of this embodiment configured as described above, particularly the operation when setting the target current Ic* in voltage control, will be described. Fig. 2 is a flowchart showing an example of a control routine executed by the HVECU 90. This routine is executed at predetermined time intervals (e.g., every few msec) when the power storage ratio SOC of the high-voltage side battery 40 falls below a threshold SOCref while the torque control is being executed.

[0025] When this routine is executed, the CPU of the HVECU 90 acquires information necessary for control, such as the terminal voltage Vb of the high-voltage battery 40, the charge / discharge current Ib, the storage ratio SOC, the charge / discharge required power Pb*, the allowable charging power Win, the voltage VH in the high-voltage power line LH (the voltage output from the inverter 30 to the high-voltage battery 40), the current IH flowing through the high-voltage power line LH (the current output from the inverter 30 to the high-voltage battery 40), and the rotation speed Nm of the motor generator MG (step S100).

[0026] Next, the HVECU 90 calculates the actual charging power Pcb (= Vb × Ib, negative value) of the high-voltage side battery 40 based on the inter-terminal voltage Vb and the charging / discharging current Ib acquired in step S100 (step S110), and determines whether the calculated actual charging power Pcb is less than the allowable charging power Win (negative value) acquired in step S100 (step S120).

[0027] When the actual charging power Pcb is less than the allowable charging power Win in step S120, an allowable current Ia (=Win / VH, negative value) that is a current allowable for charging the high-voltage side battery 40 is set based on the allowable charging power Win acquired in step S100 and the voltage VH on the high-voltage power line LH corresponding to the output voltage of the motor generator MG (step S130), and it is determined whether the set allowable current Ia is less than a predetermined current Iaref (negative value) (step S140). The predetermined current Iaref is a threshold value for determining whether the allowable current Ia is small and it is necessary to reduce the current for charging the high-voltage side battery 40.

[0028] When the allowable current Ia set in step S140 is less than the predetermined current Iaref, the target current Ic* is set to the allowable current Ia (step S160). Then, a target voltage is set to set the charge / discharge current Ib of the high-voltage battery 40 to the target current Ic*, and the inverter 30 is switched so that the voltage VH (the voltage output from the inverter 30 to the high-voltage battery 40) in the high-voltage power line LH, which corresponds to the output voltage of the motor generator MG, becomes the set target voltage (step S190), and this routine ends. FIG. 3 is a timing chart showing an example of the time change of the target current Ic* and the allowable charging power Win when the target current Ic* is set to the allowable current Ia. When the target current Ic* is set to the allowable current Ia, the target current Ic* changes in response to the change in the allowable charging power Win, and the actual charging power Pcb is prevented from becoming smaller than the allowable charging power Win (negative value). This makes it possible to prevent the high-voltage battery 40 from being charged with power exceeding a permitted power, and makes it possible to appropriately control the motor generator MG while appropriately managing the high-voltage battery 40.

[0029] When the actual charging power Pcb is equal to or greater than the allowable charging power Win in step S120, and when the allowable current Ia is equal to or greater than the predetermined current Iaref in step S140, it is determined whether the power storage ratio SOC is equal to or less than a predetermined ratio Sref (step S150). The predetermined ratio Sref is a threshold value for determining whether the power storage ratio SOC should be quickly restored, and is set to a value lower than the threshold SOCref.

[0030] When the power storage ratio SOC is equal to or lower than the predetermined ratio Sref in step S150, the target current Ic* is set to a current Iah higher than the allowable current Ia (step S170), and when the power storage ratio SOC exceeds the predetermined ratio Sref, the target current Ic* is set to a predetermined current Iaref (step S180). Then, a target voltage is set to set the charge / discharge current Ib of the high-voltage battery 40 to the target current Ic*, and the inverter 30 is switched and controlled so that the voltage VH (the voltage output from the inverter 30 to the high-voltage battery 40) in the high-voltage power line LH corresponding to the output voltage of the motor generator MG becomes the set target voltage (step S190), and this routine ends. Note that once the power storage ratio SOC becomes equal to or lower than the predetermined ratio Sref, and the target current Ic* is set to the current Iah in step S170, the target current Ic* is set to the current Iah until the power storage ratio SOC becomes equal to the threshold value SOCref. FIG. 4 is a timing chart showing an example of the time change of the power storage ratio SOC and the target current Ic*. When the power storage ratio SOC becomes equal to or less than the predetermined ratio Sref, the target current Ic* is set to a current Iah higher than the allowable current Ia, so that the power storage ratio SOC can be quickly restored. Also, when the power storage ratio SOC exceeds the predetermined ratio Sref, the target current Ic* is set to a predetermined current Iaref, so that the power for charging the high-voltage side battery 40 is prevented from exceeding the allowable charging power Win, and the high-voltage side battery 40 is charged, so that the power storage ratio SOC can be restored. This allows the motor generator MG to be appropriately controlled while appropriately managing the high-voltage side battery 40.

[0031] According to the vehicle 1 of the present embodiment described above, torque control and voltage control are alternately executed to control the output voltage of the motor generator MG so that the charging current of the high-voltage battery 40 becomes a target current Ic* based on battery information related to the high-voltage battery 40. This makes it possible to appropriately control the motor generator MG while appropriately managing the high-voltage battery 40.

[0032] Furthermore, since the battery information includes the allowable charging power Win, the actual charging power Pcb, and the charge ratio SOC of the high-voltage battery 40, the motor generator MG can be appropriately controlled while appropriately managing the high-voltage battery 40.

[0033] Furthermore, in the case where the power to charge the high-voltage side battery 40 is set to a negative value, when the actual charging power Pcb is less than the allowable charging power Win, the target current Ic* is set based on the allowable current Ia obtained by dividing the allowable charging power Win by the voltage VH of the high-voltage side battery 40, and when the actual charging power Pcb is equal to or greater than the allowable charging power Win, the target current Ic* is set based on the storage ratio SOC, thereby making it possible to properly control the motor generator MG while properly managing the high-voltage side battery 40.

[0034] When the actual charging power Pcb is less than the allowable charging power Win, if the allowable current Ia is less than the predetermined current Iaref, the allowable current Ia is set to the target current Ic*, thereby preventing the high-voltage side battery 40 from being charged with power exceeding the allowable charging power Win.

[0035] In addition, when the actual charging power Pcb exceeds the allowable charging power Win, or when the actual charging power Pcb is equal to or less than the allowable charging power Win and the allowable current Ia is equal to or greater than the specified current Iaref, if the storage ratio SOC is equal to or less than the specified ratio Sref, a current Iah higher than the allowable current Ia is set as the target current Ic*, and if the storage ratio SOC exceeds the specified ratio Sref, the specified current Iaref is set as the target current Ic*, so that the battery can be appropriately charged according to the storage ratio SOC.

[0036] In the vehicle 1 of the above-described embodiment, the allowable current Ia is set as the target current Ic* in step S160. However, in step S160, instead of the allowable current Ia, a current that is determined in advance through experiments, analysis, machine learning, or the like as a current that can prevent the high-voltage side battery 40 from being charged with power that exceeds the allowable power when charging the high-voltage side battery 40 may be set as the target current Ic*.

[0037] In the vehicle 1 of the above-described embodiment, the predetermined current Iaref is set as the target current Ic* in step S180. However, in step S180, a current that is higher than the predetermined current Iaref and lower than the current Iah and that is determined in advance through experiments, analysis, machine learning, or the like may be set as the target current Ic*.

[0038] In the above-described embodiment, the vehicle 1 includes a motor generator MG with a relatively low output. However, the vehicle 1 may be a one-motor hybrid vehicle including a motor generator with a higher output than the above-described motor generator MG, or may be a two-motor hybrid vehicle. Furthermore, the vehicle to which the invention of the present disclosure is applied is not limited to a hybrid vehicle including an engine 10 and a motor generator MG, but may be a battery electric vehicle (BEV) or a fuel cell vehicle (FCEV) including a motor generator capable of outputting regenerative braking torque.

[0039] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on solving the problems will be described below. In the embodiment, the motor generator MG corresponds to the "motor", and the high-voltage battery 40 corresponds to the "battery".

[0040] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0041] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0042] The present disclosure is applicable to the vehicle control device manufacturing industry and the like. [Explanation of symbols]

[0043] 1 vehicle, 10 engines, 30 inverters, 40 high-voltage batteries, 90 hybrid electronic control units (HVECUs), MG motor generators.

Claims

1. A vehicle control device is used in a vehicle including a motor capable of outputting power to a drive shaft connected to an axle, and a battery that exchanges electric power with the motor, and performs torque control to control the motor so as to output a target torque, and switching between the torque control and a voltage control for controlling an output voltage of the motor so that a charging current of the battery becomes a target current based on battery information relating to the battery. Vehicle control device.

2. The vehicle control device according to claim 1, The battery information includes at least one of an allowable charging power that is allowed for charging the battery, an actual charging power that charges the battery, and a charge rate of the battery. Vehicle control device.

3. The vehicle control device according to claim 2, When the power for charging the battery is a negative value, if the actual charging power is less than the allowable charging power, the target current is set based on an allowable current obtained by dividing the allowable charging power by the voltage of the battery, and if the actual charging power is equal to or greater than the allowable charging power, the target current is set based on the power storage ratio. Vehicle control device.

4. The vehicle control device according to claim 3, When the actual charging power is less than the allowable charging power, and the allowable current is less than a predetermined current, the allowable current is set to the target current. Vehicle control device.

5. The vehicle control device according to claim 4, When the actual charging power is equal to or greater than the allowable charging power, or when the actual charging power is less than the allowable charging power and the allowable current is equal to or greater than the predetermined current, if the power storage ratio is equal to or less than the predetermined ratio, a current higher than the allowable current is set as the target current, and if the power storage ratio exceeds the predetermined ratio, the predetermined current is set as the target current. Vehicle control device.

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