Vehicle control system

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] This disclosure relates to a vehicle control device. [Background technology]

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

[0003] [Patent Document 1] Japanese Patent Publication No. 2008-308030 [Overview of the project] [Problems that the invention aims to solve]

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

[0005] This disclosure is made in view of the above, and aims to provide a vehicle control device that can achieve both economical driving and a reduction in environmental impact. [Means for solving the problem]

[0006] The vehicle control device according to this disclosure is a vehicle control device that controls a vehicle equipped with a rotating electric machine and a gasoline engine, which receives power from a power supply lane provided on the roadside and charges a battery that outputs power to the rotating electric machine, and comprises a processor, which selects either a first drive using the rotating electric machine or a second drive using the gasoline engine based on the price of electricity and gasoline and the total amount of CO2 emissions to be emitted to the destination, and controls the driving of the vehicle along the route to the destination. [Effects of the Invention]

[0007] According to this disclosure, it is possible to achieve both economical driving and a reduction in environmental impact. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a schematic diagram showing a wireless power transmission system equipped with a vehicle control device in an embodiment. [Figure 2] Figure 2 is a diagram illustrating the power supply lanes. [Figure 3] Figure 3 is a diagram showing the schematic configuration of a vehicle to which the vehicle control device according to the embodiment is applied. [Figure 4] Figure 4 is a block diagram illustrating the vehicle control device in the embodiment and the functional configuration of the vehicle. [Figure 5] Figure 5 is a flowchart showing the flow of the driving mode setting process in the embodiment. [Figure 6] Figure 6 is a flowchart showing the flow of the process for setting the driving mode in a modified example. [Modes for carrying out the invention]

[0009] A vehicle control device according to the embodiments of this disclosure will be described with reference to the drawings. Note that the components in the following embodiments include those that are easily replaceable or substantially identical to those that are replaceable by a person skilled in the art.

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

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

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

[0013] Both the control device 10 and the vehicle 40 are equipped with communication functions and are configured to communicate with each other via a network N. This network N consists of, for example, 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 comprises a control unit 11, a communication unit 12, and a storage unit 13.

[0015] Specifically, the control unit 11 includes a processor composed of 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) composed of a RAM (Random Access Memory), a ROM (Read Only Memory), etc.

[0016] The control unit 11 loads the program stored in the storage unit 13 into the work area of the main storage unit and executes it. By controlling each component etc. through the execution of the program, it realizes a function that meets a predetermined purpose.

[0017] The communication unit 12 is composed of, for example, a communication module capable of transmitting and receiving various information. When the communication unit 12 supplies power to the vehicle 40 from the power supply lane 20 or when the power supply lane 20 receives power supply from the vehicle 40, it communicates with the vehicle 40 through, for example, the network N and transmits and receives 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 a removable medium. Examples of the removable medium include disk recording media such as a USB (Universal Serial Bus) memory, a CD (Compact Disc), a DVD (Digital Versatile Disc), and a BD (Blu-ray (registered trademark) Disc). The storage unit 13 can store an operating system (OS), various programs, various tables, various databases, etc.

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

[0020] Figure 2 is a diagram illustrating the power supply lane. In this embodiment, as shown in Figure 2, the shape of the vehicles may differ as long as they have common functions. The power supply lane 20 is configured to supply power to the vehicle 40 in a non-contact manner. Specifically, the power supply lane 20 includes a power supply section 21 equipped with a coil for supplying or receiving power to the vehicle 40. The power supply section 21 is embedded within the road lane.

[0021] Battery 30 is a stationary energy storage device. When the power supply lane 20 functions as a power transmission lane, battery 30 supplies power to the power supply lane 20. When the power supply lane 20 functions as a power receiving lane, battery 30 receives power from the power supply lane 20 and stores it. Battery 30 may also receive power from an external power generation facility or supply power to an external consumer facility. In Figure 1, only one battery 30 is shown, but a battery 30 may be provided for each power supply lane 20.

[0022] Next, the configuration of the vehicle 40 will be described with reference to Figures 1, 3, and 4. Figure 3 is a diagram showing the schematic configuration of a vehicle to which the vehicle control device according to the embodiment is applied. Figure 4 is a block diagram illustrating the functional configuration of the vehicle with respect to the vehicle control device in the embodiment. The vehicle 40's battery 61 is charged by power supplied from the energizing unit 21, which is managed by the control device 10.

[0023] 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. Although the vehicle 40 shown in Figure 1 is equipped with two rotating electric machines, it is not limited to this configuration. For example, it may be configured to have one rotating electric machine capable of outputting driving force for vehicle movement and an engine 43. In other words, the vehicle 40 according to this embodiment only needs to be configured to be able to run on driving force (torque) from the rotating electric machines alone, or on driving force (torque) from the engine 43 alone.

[0024] The first rotating electric machine 41 and the second rotating electric machine 42 each have a stator equipped with three-phase windings (coils) that generate a rotating magnetic field, and a rotor equipped with permanent magnets that generate torque through the magnetic force between the rotor and the rotating magnetic field. The first rotating electric machine 41 and the second rotating electric machine 42 are so-called motor-generators that can operate as both electric motors and generators.

[0025] The first rotating electric motor 41 is primarily used as a generator. The first rotating electric motor 41 also cranks the engine 43 when starting it. The process by which the first rotating electric motor 41 generates torque acting on the engine 43 and performs cranking (rotating the crankshaft of the engine 43) is also referred to as "motoring".

[0026] The second rotating electric machine 42 is mainly used as an electric motor and can generate the driving force (torque required to move the vehicle 40) for the vehicle 40.

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

[0028] Vehicle 40 has a power split mechanism 51. The power split mechanism 51 is a planetary gear mechanism. Specifically, the power split mechanism 51 comprises a sun gear (not shown), a ring gear (not shown) arranged concentrically with the sun gear, a plurality of pinion gears (not shown) that mesh with both the sun gear and the ring gear, and a pinion carrier (not shown) that holds the plurality of pinion gears in a state that allows them to rotate on their own axis and revolve around the sun gear.

[0029] The output shaft of the first rotating electric motor 41 is connected to the sun gear in a torque-transmitting manner. The crankshaft of the engine 43 is connected to the pinion carrier in a torque-transmitting manner. The output shaft of the second rotating electric motor 42 is connected to the ring gear in a torque-transmitting manner via a reduction mechanism 52. Furthermore, the output shaft of the second rotating electric motor 42 is connected to the axle 53 in a torque-transmitting manner via a reduction mechanism 52. The axle 53 is connected to the drive wheel 55 in a torque-transmitting manner via a differential gear 54.

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

[0031] Vehicle 40 is further equipped with a battery 61, a boost converter 62, and an inverter 63 which is a power converter. The battery 61 is an energy storage device, such as a rechargeable secondary battery like a lithium-ion battery or a nickel-metal hydride battery. The DC power output by the battery 61 is voltage-converted (boosted) by the boost converter 62. This voltage-converted DC power is converted into AC power by the switching operation of the switching elements in the inverter 63 and 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, the AC power generated by them is converted to DC power by the switching operation of the switching elements in the inverter 63. Furthermore, this 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, as well as communicating with the control device 10 and controlling 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 part. This battery 61 is an energy storage device and is configured to be rechargeable. The components that control the vehicle 40 are configured using one or more computers consisting of a CPU, FPGA, ROM, RAM, etc.

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

[0035] The communication unit 82 communicates with external devices via wireless communication over the network N. The communication unit 82 receives road traffic information such as regulations and congestion, as well as disaster-related information, from 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 externally as vehicle 40 position information or stored in the memory unit.

[0037] The input / output unit 84 consists of a touch panel display, a speaker, a microphone, etc. The input / output unit 84 is configured to output information, such as displaying characters or graphics on the touch panel display screen or outputting sound from the speaker, according to the control of the ECU 88. The input / output unit 84 is also configured to allow users of the vehicle 40 to input predetermined information to the ECU 88 by 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 gasoline prices and electricity prices are high or low, and the relative magnitudes of total CO2 emissions during EV (Electric Vehicle) driving and HV (Hybrid Vehicle) driving.

[0039] The selection unit 86 selects either EV driving using the second rotating electric motor 42 or HV driving 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 stores various programs and data in a writable and readable manner. This recording medium can be a storage medium such as a hard disk, semiconductor memory, optical disk, flash memory, or magnetic disk, and a drive device for these storage media. The storage unit 87 stores the operating system (OS) and various application programs necessary for the ECU 88 to comprehensively control the operation of each part of the vehicle 40.

[0041] The ECU88 is composed of an information processing unit such as a microcomputer consisting of a CPU, FPGA, ROM, and RAM. The ECU88 comprehensively controls the electrical operation of various parts of the vehicle 40. The ECU88 is configured to perform calculations using input data and pre-stored data and programs, and to output the calculation results as control command signals.

[0042] In the vehicle 40, the accelerator pedal position sensor 71 detects the amount of operation of the accelerator pedal 72 and outputs a signal representing this amount of operation. Based on the amount of operation of the accelerator pedal 72 and the vehicle speed, the control device 80 controls the first rotating electric motor 41, the second rotating electric motor 42, the engine 43, and the like in order to drive the vehicle 40. When the vehicle 40 is driven autonomously, each part is driven according to the instruction signals under the control of the ECU 88.

[0043] In this embodiment, the driving mode of the vehicle 40 is controlled based on the power supply situation, price situation, and environmental load. The process of setting this driving mode will be explained with reference to Figure 5. Figure 5 is a flowchart showing the flow of the driving mode setting process in this embodiment. This driving mode setting process is performed, for example, just before the vehicle starts driving.

[0044] In this driving control system, either before or immediately before processing, the ECU88 acquires information on the usage status and stored energy of renewable energy sources, as well as gasoline and electricity prices. Renewable energy refers to naturally occurring energy sources such as solar, wind, and geothermal energy, which are part of the Earth's resources. The gasoline and electricity prices are set under the control of the wireless power transmission system 1.

[0045] First, the ECU88 divides the route to the set destination into multiple sections according to the type of road, such as the road's slope angle and the presence or absence of bumps, and assigns section numbers N (N=1, 2, ..., N MAX Add ) and set N=1 (step S101). If there is no change in the type of road, N MAX You can also set it to =1.

[0046] The determination unit 85 then determines whether there is a surplus of energy stored from renewable energy under the control of the wireless power transmission system 1 (power supply area by the power supply lane 20) (step S102). The determination unit 85 compares the amount of stored energy with a preset threshold to determine whether there is a surplus of energy stored from renewable energy. If the determination unit 85 determines that there is a surplus of energy stored 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 of energy stored 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 and 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. Conversely, 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 compares the total CO2 emissions when driving in HV mode with the total CO2 emissions when driving in EV mode for the set section number N, and determines whether the total CO2 emissions when driving in EV mode are greater than the total CO2 emissions when driving in HV mode. For example, the determination unit 85 determines the relative magnitude of the total CO2 emissions generated when driving in HV mode with the total CO2 emissions generated when driving in EV mode for the route from the current location to the destination. In this case, the relative magnitude of the total CO2 emissions for HV mode and EV mode changes depending on factors such as the slope and unevenness of the road. Also, even if driving the same distance at the same speed in EV mode, the total CO2 emissions will change depending on the type of renewable energy used. For example, the total CO2 emissions will differ depending on whether the power is generated by renewable energy or nuclear power or thermal power by When generating electricity, thermal power generation results in higher total CO2 emissions than renewable energy generation. Therefore, the determination unit 85 obtains the method of generating electricity used when supplying power along the travel route and calculates the total CO2 emissions by multiplying it by a coefficient corresponding to that method. For example, the coefficient used in this case will be larger for thermal power generation than for renewable energy. The determination unit 85 may also acquire information on total CO2 emissions from an external device such as the control device 10 and make a determination based on that.

[0049] If the determination unit 85 of the ECU 88 determines that the total CO2 emissions when driving in EV mode are greater than the total CO2 emissions when driving in HV mode (step S104: No), the ECU 88 proceeds to step S106. If the determination unit 85 of the ECU 88 determines that the total CO2 emissions when driving in EV mode are less than or equal to the total CO2 emissions when driving in HV mode (step S104: Yes), the ECU 88 proceeds to step S105.

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

[0051] Furthermore, in step S106, the selection unit 86 selects the EV driving mode as the driving mode for the vehicle 40 for travel along section number N. In this EV driving mode, the vehicle 40 is powered while traveling by, for example, power supplied from the power supply lane 20, and drives in EV mode. After the driving mode is selected by the selection unit 86, the ECU 88 proceeds to step S107.

[0052] In step S107, ECU88 increments section number N by 1.

[0053] Then, in step S107, the section number N set in ECU88 is N MAX Determine whether it is greater than or less than (step S108). ECU88 determines if section number N is N MAX If it is determined to be greater than (Step S108: Yes), the driving mode setting process is terminated. In response, ECU88 determines that section number N is N MAX If it is determined that the following is the case (Step S108: No), the process proceeds to Step S104, where a determination is made regarding the total CO2 emissions from driving along the updated section number N.

[0054] This allows the driving mode to be set that minimizes total CO2 emissions, taking into account gasoline and electricity prices. The ECU88 controls the driving of the vehicle 40 according to the driving mode selected for each section number.

[0055] In the embodiment described above, a driving mode that considers both environmental and economic aspects is set by selecting a driving mode with low CO2 emissions for each driving section, taking into account the presence or absence of surplus energy storage capacity from renewable energy, as well as the levels of gasoline and electricity prices. According to this embodiment, for each section into which the route to the destination is divided, a driving mode is set based on the total CO2 emissions, taking into account price advantages, thus achieving both economical driving and a reduction in environmental impact.

[0056] (modified version) Next, a modified example of this embodiment will be described with reference to Figure 6. Figure 6 is a flowchart showing the flow of the driving mode setting process in the modified example. The system configuration is the same as that of the wireless power transmission system 1 according to the embodiment, so its description will be omitted.

[0057] In the driving control according to Modification 1, first, the ECU 88 divides the route to the set destination into multiple sections according to the type of road, for example, the presence or absence of slope or unevenness in the road, and assigns section numbers N (N=1, 2, ..., N MAX Add ) and set N=1 (step S201).

[0058] Then, the determination unit 85 determines whether or not there is a surplus of energy stored from renewable energy, in the same manner as in step S102 (step S202). If the determination unit 85 determines that there is a surplus of energy 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 of energy 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 and the electricity price in the same manner as in step S103 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 S203: No), the ECU 88 proceeds to step S207. Conversely, 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 greater than or equal to a preset threshold. The threshold here is set based on a value that converts the effort the driver would have to put into refueling gasoline into a price, since there is no effort required from the driver to put in power when charging while driving. Therefore, the driving mode selection 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 (step S204: No), the ECU 88 proceeds to step S207. Conversely, if the determination unit 85 determines that the price difference is greater than or equal to the threshold (step S204: Yes), the ECU 88 proceeds to step S205.

[0062] In step S205, the determination unit 85, in the same manner as in step S104, compares the total CO2 emissions when driving in HV mode with the total CO2 emissions when driving in EV mode for the set section number N, and determines whether the total CO2 emissions when driving in EV mode are greater than the total CO2 emissions when driving in HV mode. If the determination unit 85 determines that the total CO2 emissions when driving in EV mode are greater than the total CO2 emissions when driving in HV mode (step S205: No), the ECU 88 proceeds to step S106. If the determination unit 85 determines that the total CO2 emissions when driving in EV mode are less than or equal to the total CO2 emissions when driving in HV mode (step S205: Yes), the ECU 88 proceeds to step S105.

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

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

[0065] In step S208, the ECU 88 increases the section number N by 1.

[0066] And the ECU 88 determines whether the section number N set in step S208 is greater than N MAX (step S209). If the ECU 88 determines that the section number N is greater than N MAX (step S209: Yes), it ends the driving mode setting process. On the contrary, if the ECU 88 determines that the section number N is MAX less than or equal to N (step S209: No), it proceeds to step S205 and determines the total CO2 emissions for the driving in the updated section number N.

[0067] Thereby, considering the gasoline price, the electricity price, and the trouble of refueling, a driving mode with the minimum total CO2 emissions is set. The ECU 88 controls the driving of the vehicle 40 according to the selected driving mode for each section number.

[0068] In the modified version described above, a driving mode that considers both environmental and economic aspects is set by selecting a driving mode with low CO2 emissions for each driving section, taking into account the presence or absence of surplus energy storage capacity from renewable energy, the level of gasoline and electricity prices, and the hassle of refueling. According to this modified version, for each section into which the route to the destination is divided, a driving mode is set based on the total CO2 emissions, taking into account price advantages, thus achieving both economical driving and a reduction in environmental impact.

[0069] Further effects and modifications can be readily derived by those skilled in the art. Therefore, broader aspects of the present invention are not limited to the specific details and representative embodiments expressed and described above. Accordingly, various modifications are possible without departing from the spirit or scope of the overall concept of the invention as defined by the appended claims and their equivalents. [Explanation of symbols]

[0070] 1. Wireless Power Transmission System 10 Control device 11 Control Unit 12 Communications Department 13, 87 Memory section 20 power supply lanes 21 Power supply section 30, 61 batteries 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 equipped with a rotating electric machine and a gasoline engine, which receives power from a power supply lane provided on the roadside and charges a battery that outputs power to the rotating electric machine, Equipped with a processor, The aforementioned processor, Electricity prices and gasoline prices, and total CO2 emissions to the destination 2 Based on emissions, the system selects either a first drive using the rotating electric motor or a second drive using the gasoline engine to control the vehicle's movement along the route to the destination. If the gasoline price is lower than the electricity price, the second driving option is selected if the price difference between the gasoline price and the electricity price is greater than or equal to a predetermined threshold, which is set based on a value obtained by converting the effort of refueling gasoline into a price. Vehicle control device.

2. The aforementioned processor, The route to the aforementioned destination is divided into multiple sections according to the type of road, For each section, one of the first and second routes described above is set. The vehicle control device according to claim 1.

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