Vehicle control system

Abstract

To provide a vehicle control system that can reduce combustion noise while suppressing deterioration of exhaust emissions.SOLUTION: A vehicle control system comprises an internal combustion engine mounted on a vehicle and a control device that controls a fuel injection valve of the internal combustion engine. The control device has, as a quiet mode, first quiet control that splits the main combustion injection of the fuel injection valve or increases the injection amount of a post-injection after the main combustion injection of the fuel injection valve to suppress combustion noise of the internal combustion engine, and a second quiet control that increases the injection amount of a pre-injection before the main combustion injection of the fuel injection valve to suppress combustion noise of the internal combustion engine, and during the quiet mode, executes either the first quiet control or the second quiet control depending on the state of a vehicle.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] Conventionally, a vehicle control system that reduces combustion noise of an engine mounted on a vehicle is known (see, for example, Patent Document 1). The vehicle control system of Patent Document 1 reduces combustion noise of a diesel engine by changing the injection timing of a pilot injection of the diesel engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-147002 Summary of the Invention [Problem to be solved by the invention]

[0004] The vehicle control system in Patent Document 1 sets a sound pressure index according to the engine speed and load, and controls the internal combustion engine according to that index. However, when the injection timing of the pilot injection is changed to reduce engine combustion noise, the combustion temperature drops, so it is also necessary to consider the deterioration of exhaust gases.

[0005] An object of the present disclosure is to provide a vehicle control system that can reduce combustion noise while suppressing deterioration of exhaust emissions. [Means for solving the problem]

[0006] A vehicle control system according to the present disclosure includes an internal combustion engine mounted on a vehicle and a control device that controls a fuel injection valve of the internal combustion engine, the control device having a first noise reduction control in a noise reduction mode that suppresses combustion noise of the internal combustion engine by splitting the main combustion injection of the fuel injection valve or by increasing the injection amount of post-injection after the main combustion injection of the fuel injection valve, and a second noise reduction control that increases the injection amount of pre-injection of the main combustion injection of the fuel injection valve, and executes either the first noise reduction control or the second noise reduction control depending on the state of the vehicle during the noise reduction mode. [Effects of the Invention]

[0007] According to this vehicle control system, the first noise reduction control can suppress deterioration of exhaust gases more effectively than the second noise reduction control, but reduces combustion noise to a lesser extent than the second noise reduction control. The second noise reduction control produces worse exhaust gases than the first noise reduction control, but reduces combustion noise to a greater extent than the first noise reduction control. The control device selectively uses the first noise reduction control and the second noise reduction control depending on the state of the vehicle during noise reduction mode, and can reduce combustion noise while suppressing deterioration of exhaust gases. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a system diagram of a vehicle control system according to the present disclosure. [Figure 2] 1 is a system diagram of an internal combustion engine of the present disclosure. [Figure 3] FIG. 2 is a diagram showing an injection pattern of the internal combustion engine of the present disclosure. [Figure 4] 4 is a flowchart showing a control procedure executed by a control device of the present disclosure. [Figure 5] FIG. 4 is a diagram showing an example of first correction control executed by the control device of the present disclosure. [Figure 6] FIG. 4 is a diagram showing an example of second correction control executed by the control device of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a first embodiment of the present disclosure will be described with reference to the drawings.

[0010] 1, a control system 1 of a vehicle C includes an engine (an example of an internal combustion engine) 2, a motor (FrM) 3, a generator (GEN) 4, a drive battery (BT) 6, a transaxle 8, an inverter 12 that controls the motor 3 and the generator 4, an accelerator pedal 14 operated by a user of the vehicle C, a charger 16 connectable to an external power source, a power supply device (external power supply device) 18 that can supply power to external devices such as home appliances, a vehicle control device (an example of a control device) 20, an engine control device 22 that controls the engine 2, a fuel tank (Fuel Tank) 24, and a drive mode selection device 26. Additionally, the vehicle C may include, for example, a charge button (not shown) that the user uses to instruct charging. The vehicle C of this embodiment is a plug-in hybrid electric vehicle (PHEV) equipped with an external charger that can store power from an external power source in the drive battery 6 using the charger 16, and an external power supply that can supply power from the drive battery 6 to external devices using the power supply device 18.

[0011] The engine 2 is connected to and drives a generator 4. Furthermore, in this embodiment, the engine 2 is capable of driving wheels C1 via a transaxle 8. The engine 2 in this embodiment is an in-line four-cylinder diesel engine. The engine 2 receives fuel from a fuel tank 24 and burns and consumes the fuel. Details of the system of the engine 2 will be described later.

[0012] The motor 3 is connected to the wheels C1 via the transaxle 8 and the axles 10, and drives the wheels C1. The motor 3 is also driven by the rotation of the axles 10 (wheels C1) to generate (regenerate) electricity. Therefore, the motor 3 is a motor-generator capable of power running and generating electricity. The motor 3 of this embodiment is a three-phase AC motor having multiple coils and multiple permanent magnets. The generator 4 is connected to the engine 2 and is capable of driving the engine 2. The generator 4 performs motoring, driving the engine 2, while power is being run by electric power from the drive battery 6. On the other hand, the generator 4 is driven by the engine 2 to generate electricity while the engine 2 is operating. Therefore, the generator 4 is a motor-generator capable of power running and generating electricity.

[0013] The drive battery 6 outputs electric power to the motor 3 and the generator 4, and also receives electric power generated by the motor 3 and the generator 4. Furthermore, the drive battery 6 receives external electric power via a charger 16. In this embodiment, the drive battery 6 is made up of multiple lithium-ion batteries.

[0014] The transaxle 8 has multiple gears and a clutch 8a. The engine 2 is connected to the generator 4 and the axle 10 via the transaxle 8. When the clutch 8a is in a disengaged state, the transaxle 8 cuts off the power transmission between the engine 2 and the axle 10, and when the clutch 8a is in a engaged state, the power of the engine 2 is transmitted to the axle 10.

[0015] The inverter 12 converts the DC power supplied from the drive battery 6 into AC power and adjusts the power supplied to the motor 3 to control the power running torque of the motor 3. When the motor 3 regenerates electricity, the inverter 12 converts the AC power supplied from the motor 3 into DC power and adjusts the power supplied to the drive battery 6 to control the regenerative torque of the motor 3.

[0016] The vehicle control device 20 is electrically connected to the motor 3 via the inverter 12 and controls the motor 3. The motor 3 is actually an ECU (Electronic Control Unit) configured by a microcomputer including a calculation device, a memory, an input / output buffer, etc. The vehicle control device 20 controls the vehicle C based on maps and programs stored in the memory.

[0017] The vehicle control device 20 of this embodiment is further electrically connected to an engine control device 22. The engine control device 22 is electrically connected to various devices provided in the engine 2 and controls the engine 2. The control of the engine 2 may be performed by the vehicle control device 20 in addition to the engine control device 22. The vehicle control device 20 may also be electrically connected to various other devices of the vehicle C and perform various controls.

[0018] The vehicle C of this embodiment has driving modes such as an EV mode (an example of a first driving mode), a series mode (an example of a second driving mode), and a parallel mode (an example of a second driving mode). In the EV mode, the vehicle C drives the motor 3 using electric power from the drive battery 6. In the EV mode, the vehicle C stops the engine 2. In the series mode, the vehicle C operates the engine 2, drives the generator 4 using the engine 2, and drives the motor 3 using the electric power generated by the generator 4. In the parallel mode, the vehicle C engages the clutch 8a, operates the engine 2, and drives the wheels C1 via the axle 10 using the power of the engine 2. The vehicle C may also have a charge mode. In the charge mode, the vehicle C operates the engine 2, drives the generator 4 using the engine 2, and stores the electric power generated by the generator 4 in the drive battery 6. In vehicle C, the vehicle control device 20 switches between driving modes depending on the depression state of the accelerator pedal 14 and the operation state of the charge button, controls the motor 3 and the generator 4 via the inverter 12, and causes the engine control device 22 to control the engine 2.

[0019] Furthermore, the vehicle C of this embodiment has an external power supply mode. In the external power supply mode, when the connector 18a is connected to an external device, the vehicle control device 20 supplies power from the drive battery 6 to the external device using the power supply device 18. When the state of charge (SOC) of the drive battery 6 falls below a predetermined state of charge SOCt during the external power supply mode, the vehicle control device 20 starts the engine 2 to drive the generator 4, and stores the power generated by the generator 4 in the drive battery 6 and supplies it to the external device.

[0020] The drive mode selection device 26 is a device that allows the user to select from a plurality of drive modes that vary the power characteristics of the vehicle C. In this embodiment, the vehicle C has four drive modes: tarmac (TARMAC in FIG. 6), eco (ECO in FIG. 6), normal (NORMAL in FIG. 6), and silent (SILENT in FIG. 6). In this embodiment, the drive mode selection device 26 is a dial-type switch that allows the user of the vehicle C to switch between these drive modes. The drive mode selection device 26 is electrically connected to the vehicle control device 20.

[0021] The vehicle control device 20 executes drive mode control to vary the power characteristics according to the drive mode selected by the drive mode selection device 26. When the drive mode selection device 26 is switched to tarmac, the vehicle control device 20 changes the output characteristics of the engine 2 and the motor 3 so that the power performance of the vehicle C is higher than normal. When the drive mode selection device 26 is switched to eco, the vehicle control device 20 changes the output characteristics of the engine 2 and the motor 3 so that the power performance of the vehicle C is suppressed more than normal, thereby improving fuel economy and electricity cost. When the drive mode selection device 26 is switched to silent, the vehicle control device 20 suppresses the sound emitted by the vehicle C more than normal, making it quieter.

[0022] As shown in FIG. 2, the control system 30 of the engine 2 includes a fuel injector 32, a collection filter 34, a catalyst 36, and an additive injector 38.

[0023] The fuel injection valve 32 is a device that injects fuel into the main combustion chamber 2a of the engine 2. The fuel injection valve 32 is electrically connected to the engine control device 22, which controls the fuel injection valve 32. FIG. 3 is a graph showing the injection amount Fa on the vertical axis and the injection timing Ft on the horizontal axis. As shown in FIG. 3(a), the fuel injection valve 32 can perform a pilot injection (an example of a pre-injection) 32a, a pre-injection 32b, a main injection (an example of a main injection) 32c, an after-injection (an example of a after-injection) 32d, and a post-injection 32e. The pilot injection 32a is an early injection that ensures a premixing period until main combustion and reduces particulate matter. The pre-injection 32b is an injection performed immediately before the main injection 32c, and creates a pilot flame to suppress rapid combustion, thereby reducing combustion noise and suppressing the generation of nitrogen oxides. The main injection 32c is an injection to obtain the output required by the vehicle control device 20. The after-injection 32d is an injection that re-burns particulate matter generated in the combustion chamber to reduce the particulate matter. The post-injection 32e is an injection that increases the exhaust temperature and improves exhaust purification performance. In normal mode, the engine control device 22 adjusts the output of the engine 2 using these injection modes. Note that the pilot injection 32a, pre-injection 32b, after-injection 32d, and post-injection 32e can be omitted as appropriate.

[0024] When the vehicle control device 20 is switched to the noise reduction mode, the engine control device 22 executes the first noise reduction control or the second noise reduction control. As shown in FIG. 3(b), the first noise reduction control, for example, splits the main injection 32c. In another example of the first noise reduction control, as shown in FIG. 3(c), the injection amount of the main injection 32c is reduced and the injection amount of the after injection 32d is increased. This type of first noise reduction control can suppress the combustion noise of the engine 2. Furthermore, the first noise reduction control increases the exhaust temperature, making it possible to reduce nitrogen oxides and particulate matter. However, the reduction in combustion noise is smaller than that of the second noise reduction control.

[0025] As shown in Figure 3(d), the second noise reduction control increases the injection amount of the pilot injection 32a. Increasing the injection amount of the pilot injection 32a in this way can suppress the combustion noise of the engine 2. The second noise reduction control reduces combustion noise more than the first noise reduction control. However, because the amount of unburned fuel increases, nitrogen oxides and particulate matter increase more than the first noise reduction control.

[0026] As shown in FIG. 2, the collection filter 34 is a filter device that collects particulate matter emitted from the engine 2. The collection filter 34 has an accumulation amount detection sensor 40 that detects the accumulation amount Ad of particulate matter. The accumulation amount detection sensor 40 detects the pressure difference before and after the collection filter 34 to detect the accumulation amount Ad of particulate matter. The accumulation amount detection sensor 40 is electrically connected to the engine control device 22. When the accumulation amount Ad of particulate matter reaches the regeneration start accumulation amount SAd, the engine control device 22 executes regeneration control of the collection filter. The regeneration control is control that increases the injection amount of the post injection 32e or the injection amount of fuel after the post injection 32e to raise the temperature of the exhaust gas and burn the particulate matter accumulated on the collection filter 34.

[0027] The catalyst 36 is a device that purifies the exhaust gas emitted from the engine 2. The catalyst 36 of this embodiment is a urea selective reduction catalyst that uses urea as an additive.

[0028] The additive injector 38 is a device that injects an additive to be added to the catalyst. The additive injector 38 is supplied with the additive from an additive tank 42. The additive tank 42 has a remaining amount sensor 44 that detects the remaining amount of additive. The engine control device 22 is electrically connected to the remaining amount sensor 44 and detects the remaining amount Ru of the additive.

[0029] Next, a control procedure executed by the vehicle control device 20 will be described with reference to the flowchart of FIG.

[0030] In step S1, the vehicle control device 20 determines whether or not the vehicle is in EV mode. If the vehicle control device 20 determines in step S1 that the vehicle is in EV mode (YES in step S1), the process proceeds to step S2. On the other hand, if the vehicle control device 20 determines that the vehicle is not in EV mode (NO in step S1), the vehicle control device 20 repeats the process of step S1 and waits until the vehicle enters EV mode.

[0031] In step S2, the vehicle control device 20 determines whether the mode has been switched to the series mode or the parallel mode. If the vehicle control device 20 determines that the mode is the series mode or the parallel mode (YES in step S2), the process proceeds to step S3.

[0032] In step S3, the vehicle control device 20 switches to the silent mode. That is, in this embodiment, the vehicle control device 20 switches from the EV mode to the series mode or the parallel mode, and then switches to the silent mode when the engine 2 starts. After switching to the silent mode, the vehicle control device 20 proceeds to step S4.

[0033] In step S4, the vehicle control device 20 executes first correction control. The first correction control is control for correcting the time for which the silent mode is executed in accordance with the state of the vehicle C. In the silent mode, the vehicle control device 20 detects vehicle states such as the acceleration state of the vehicle C, the interior noise state, and the speed of the vehicle C. The vehicle control device 20 may detect the acceleration state from the depression state of the accelerator pedal 14. The vehicle control device 20 may detect the interior noise state from, for example, the operation state of a microphone or audio inside the cabin of the vehicle C. The vehicle control device 20 may determine the vehicle speed from the rotational speed of the wheels C1.

[0034] As shown in FIG. 5, the vehicle control device 20 of this embodiment stores the normal execution time T of the silent mode (e.g., 3 seconds), a first time T1 (e.g., minus 3 seconds) when the vehicle state is that the acceleration α is equal to or greater than a predetermined acceleration Tα, a second time T2 (e.g., minus 2 seconds) when the vehicle state is that the interior noise s is equal to or greater than a predetermined volume Ts, and a third time T3 (e.g., minus 1 second) when the vehicle state is that the vehicle speed v is equal to or greater than a predetermined vehicle speed Tv. The vehicle control device 20 determines the execution time T when executing the first silent mode silent control. If the above vehicle state conditions are met, the vehicle control device 20 corrects the execution time T by subtracting either the first time T1, the second time T2, or the third time T3. The vehicle control device 20 executes the silent mode for the execution time Tc after the subtraction.

[0035] When the vehicle speed v is equal to or greater than a predetermined vehicle speed Tv, or when the interior noise s is equal to or greater than a predetermined volume Ts, even if the vehicle control device 20 performs control to suppress combustion noise, the noise may be at a level that the user cannot perceive. For this reason, it is better to suppress deterioration in fuel efficiency rather than suppress combustion noise. For this reason, the vehicle control device 20 shortens the execution time T of the silent mode. Furthermore, when the acceleration α is equal to or greater than a predetermined acceleration Tα, it is preferable to prioritize acceleration. For this reason, the vehicle control device 20 prohibits the silent mode and prioritizes drivability. In this embodiment, the vehicle control device 20 sets the first time T1 to the same time as the execution time T, and when the acceleration α is equal to or greater than the predetermined acceleration Tα, the vehicle control device 20 prohibits the silent mode by setting the corrected execution time Tc to zero. After executing the first correction control, the vehicle control device 20 proceeds to step S5.

[0036] As shown in Fig. 4, in step S5, the vehicle control device 20 determines whether the accumulation amount Ad is equal to or greater than a predetermined accumulation amount TAd. The predetermined accumulation amount TAd is a value smaller than the regeneration start accumulation amount SAd. If the vehicle control device 20 determines that the accumulation amount Ad is equal to or greater than the predetermined accumulation amount TAd (YES in step S5), the process proceeds to step S6.

[0037] In step S6, the vehicle control device 20 executes the first silence control. The first silence control can suppress the increase in the accumulation amount Ad more effectively than the second silence control. This lengthens the time it takes to reach the regeneration start accumulation amount SAd. As a result, the number of times regeneration control is initiated can be reduced. After executing the first silence control, the vehicle control device 20 proceeds to step S1.

[0038] If the vehicle control device 20 determines in step S5 that the accumulation amount Ad is less than the predetermined accumulation amount TAd (step S5 NO), the vehicle control device 20 proceeds to the process in step S7.

[0039] In step S7, the vehicle control device 20 determines whether the remaining amount Ru is less than a predetermined remaining amount TRu. The predetermined remaining amount TRu may be, for example, about 10% of the additive tank 42. If the vehicle control device 20 determines that the remaining amount Ru is less than the predetermined remaining amount TRu (YES in step S7), the vehicle control device 20 proceeds to step S6. The first silent control can suppress the decrease in the remaining amount Ru more effectively than the second silent control. This increases the time until the additive runs out.

[0040] In step S7, if the vehicle control device 20 determines that the remaining amount Ru is equal to or greater than the predetermined remaining amount TRu (NO in step S7), the vehicle control device 20 proceeds to the process in step S8.

[0041] In step S8, the vehicle control device 20 executes second correction control. The second correction control is control that corrects the time for which the second silencing control is executed in accordance with the drive mode. In the second correction control, the vehicle control device 20 acquires the position of the dial of the drive mode selection device 26, and changes and corrects the execution time t of the second silencing control in accordance with each drive mode. After executing the second correction control, the vehicle control device 20 proceeds to step S9.

[0042] In step S9, the vehicle control device 20 executes the second noise reduction control. The second noise reduction control can suppress combustion noise more effectively than the first noise reduction control. This can improve the quietness of the vehicle C.

[0043] As shown in Fig. 6, the vehicle control device 20 of this embodiment stores the execution time t of the second silence control for each drive mode. For example, when the drive mode is tarmac, the second silence control is disabled. The vehicle control device 20 stores predetermined times such as ta (e.g., 1 second) when the drive mode is eco, tb (e.g., 2 seconds) when the drive mode is normal, and tc (e.g., 3 seconds) when the drive mode is silent.

[0044] For example, when the drive mode is tarmac, output is prioritized and the second silence control is not executed. When the drive mode is eco, the execution time t of the second silence control is set shorter than normal to suppress deterioration of fuel economy. When the drive mode is silent, the execution time t of the second silence control is set longer than normal to prioritize improving the quietness of the vehicle C. The vehicle control device 20 corrects the execution time t of the second silence control by the second correction control by subtracting one of the first time T1 to the third time T3 determined by the first correction control, and determines the execution time tc of the second silence control after the correction. At this time, if the execution time tc is equal to or less than zero, the silence mode is prohibited. After executing the second correction control, the vehicle control device 20 proceeds to step S1.

[0045] If the vehicle control device 20 determines that the driving battery 6 has not been switched to the series mode or the parallel mode (NO in step S2), the vehicle control device 20 proceeds to step S10. In step S10, the vehicle control device 20 determines whether the state of charge (SOC) of the driving battery 6 is less than a predetermined state of charge (SOCt). If the state of charge (SOC) of the driving battery 6 is less than the predetermined state of charge (SOCt), the vehicle control device 20 operates the engine 2 to charge the battery. If the vehicle control device 20 determines that the state of charge (SOC) of the driving battery 6 is less than the predetermined state of charge (SOCt) (YES in step S10), the vehicle control device 20 proceeds to step S3. If the vehicle control device 20 determines that the state of charge (SOC) of the driving battery 6 is equal to or greater than the predetermined state of charge (SOCt) (NO in step S10), the vehicle control device 20 proceeds to step S1.

[0046] As described above, according to the present disclosure, it is possible to provide a control system 1 for a vehicle C that can reduce combustion noise while suppressing deterioration of exhaust.

[0047] <Other embodiments> Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various modifications are possible within the scope of the gist of the invention. In particular, the multiple modifications described in this specification can be arbitrarily combined as necessary.

[0048] (a) In the above embodiment, the first correction control is described using three vehicle states as an example, but the present disclosure is not limited to this. The execution time T of the silent mode may be increased or decreased depending on other vehicle states. Also, in the above embodiment, the execution time T of the silent mode is described as 3 seconds as an example, but the execution time T may be changed as appropriate.

[0049] (b) In the above embodiment, the second correction control is described in association with four drive modes, but the present disclosure is not limited to this. Any number of drive modes may be used as long as there is more than one. Furthermore, the execution time t of the second noise reduction control may be changed as appropriate depending on the drive mode.

[0050] (c) In the above embodiment, the silent mode is executed when switching from the EV mode to the series mode or the parallel mode, but the present disclosure is not limited to this. For example, the vehicle control device 20 may execute the silent mode when switching the engine 2 from a stopped state to an operating state, such as when the engine 2 returns from an idling stop state. [Explanation of symbols]

[0051] 1: Control system, 2: Engine, 3: Motor, 4: Generator, 6: Drive battery 20: Vehicle control device, 22: Engine control device 24: Fuel tank, 26: Drive mode selection device 32: Fuel injection valve 32a: Pilot injection (an example of pre-injection) 32c: Main injection (an example of main injection) 32d: After injection (an example of after injection) 34: Collection filter, 36: Catalyst, 38: Additive injection device 40: Accumulation amount detection sensor, 42: Additive tank, 44: Remaining amount sensor C: Vehicle, C1: Wheel Ad: Deposit amount, TAd: Predetermined deposit amount, Ru: Remaining amount, TRu: Predetermined remaining amount T: execution time, Tc: corrected execution time t: execution time of second silent control, tc: execution time of second silent control after correction v: Vehicle speed, α: Acceleration

Claims

1. an internal combustion engine mounted on a vehicle; a control device for controlling a fuel injection valve of the internal combustion engine; Equipped with The control device In silent mode, a first noise reduction control that reduces combustion noise of the internal combustion engine by dividing the main combustion injection of the fuel injection valve or increasing the injection amount of post-injection after the main combustion injection of the fuel injection valve; a second noise reduction control that increases an injection amount of a pre-injection of a main combustion injection of the fuel injection valve to reduce combustion noise of the internal combustion engine, During the silent mode, one of the first silent control and the second silent control is executed depending on the state of the vehicle. Vehicle control system.

2. further comprising a collection filter that collects particulate matter emitted from the internal combustion engine, When the control device detects that the particulate matter has accumulated on the collection filter to a predetermined value or more during the silent mode, the control device executes the first silent control. The vehicle control system according to claim 1 .

3. a catalyst for purifying exhaust gas emitted from the internal combustion engine; an additive injection device that injects an additive to be added to the catalyst; Furthermore, the control device detects the remaining amount of the additive during the silent mode, and when the remaining amount becomes less than a predetermined remaining amount, executes the first silent control. The vehicle control system according to claim 1 .

4. the control device executes the silent mode when switching the internal combustion engine from a stopped state to an operating state. The vehicle control system according to claim 1 .

5. the control device has a first correction control that corrects a time during which the silent mode is executed in accordance with a state of the vehicle, The silent mode is executed for the time corrected by the first correction control. The vehicle control system according to claim 1 .

6. The control device prohibits the silent mode when detecting an acceleration state of the vehicle. The vehicle control system according to claim 1 .

7. The control device a plurality of drive modes that vary the power characteristics of the vehicle; a second correction control that corrects a time period during which the second noise reduction control is performed in accordance with the drive mode; having The vehicle control system according to claim 1 .

8. a generator driven by the internal combustion engine; a drive battery that stores the electric power generated by the generator; Furthermore, The control device When the charging rate of the drive battery falls below a predetermined charging rate, the silent mode is executed. A vehicle control system according to any one of claims 1 to 7.

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