Vehicle control system

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] This disclosure relates to a control device for a vehicle.

Background Art

[0002] Conventionally, an electric vehicle including a rechargeable battery and a motor driven by the discharge output of the battery has been known (see, for example, Patent Document 1). The control device of this electric vehicle determines a charging upper limit power (allowable charging power) according to the state of charge SOC and temperature of the battery, and obtains a regeneration torque upper limit value by dividing the charging upper limit power by the motor speed. Further, the control device obtains a regeneration torque target value by comparing the regeneration torque upper limit value with the motor rated power, and torque-controls the motor so as to output a braking torque according to the regeneration torque target value. Thereby, at the time of braking of the electric vehicle, the regeneration torque is set to the maximum value within the range where overcharging of the battery can be prevented, and a large amount of regeneration energy can be recovered by the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above-described vehicle control device, when the state of charge SOC of the battery cannot be recovered and decreases even when the motor is torque-controlled, it is conceivable to switch the control from torque control to voltage control that controls the output voltage of the motor so that the charging current of the battery becomes the target current. However, even after switching to voltage control, it is desired to appropriately control the motor while appropriately managing the battery.

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

[0006] The vehicle control device of this disclosure employs the following means to achieve the primary objective described above.

[0007] The vehicle control device disclosed herein is A vehicle control device that performs torque control to control the motor so as to output a target torque, used in a vehicle that includes a motor capable of outputting power to a drive shaft connected to an axle, and a battery that exchanges power with the motor, The system switches between the torque control and the 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. This is the gist of it.

[0008] In the vehicle control device of this disclosure, torque control and voltage control are performed by switching between controlling the motor output voltage so that the battery charging current becomes a target current based on battery information. Since voltage control controls the motor output voltage so that it becomes a target current based on battery information, the motor can be controlled appropriately while properly managing the battery.

[0009] In the vehicle control device of this disclosure, the battery information may include the allowable charging power permitted for charging the battery, the actual charging power used to charge the battery, and the battery's charge level. In this way, the motor can be controlled appropriately while properly managing the battery according to the battery's allowable charging power, actual charging power, and charge level.

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

[0011] In a vehicle control device according to the present disclosure, in which the target current is set based on the allowable current when the actual charging power is less than the allowable charging power, if the allowable current is less than a predetermined current when the actual charging power is less than the allowable charging power, the allowable current may be set to the target current. This prevents the battery from being charged with power exceeding the allowable power. Here, the "predetermined current" may be a threshold value used to determine whether the allowable current of the battery is small and whether it is necessary to reduce the current used to charge the battery.

[0012] In a vehicle control device according to the present disclosure, which sets a target current based on the charge 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, if the charge ratio is less than or equal to the predetermined ratio, the target current may be set to a current higher than the allowable current, and when the charge ratio exceeds the predetermined ratio, the target current may be set to the predetermined current. When the charge ratio is less than or equal to the predetermined ratio, the target current is set to a current higher than the allowable current, so the charge ratio can be recovered early. Also, when the charge ratio exceeds the predetermined ratio, the target current is set to a predetermined current, so the battery can be charged while suppressing the power used to charge the battery from exceeding the allowable charging power, thereby recovering the charge ratio. As a result, the battery can be charged appropriately according to the charge ratio. Here, the "predetermined ratio" is a threshold value for determining whether or not the charge ratio should be recovered early. [Brief explanation of the drawing]

[0013] [Figure 1] This is a schematic diagram showing a vehicle 1 including the control device of this embodiment. [Figure 2] This flowchart shows an example of a control routine executed by HVECU90. [Figure 3] This timing chart shows an example of the time variation of the target current Ic* and the allowable charging power Win when the target current Ic* is set to the allowable current Ia. [Figure 4] This is a timing chart showing an example of the time variation of the energy storage ratio (SOC) and the target current (Ic*). [Modes for carrying out the invention]

[0014] Embodiments of the present disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram showing a vehicle 1 including the control device of this 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 the 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 battery 40, a low-voltage battery 50, a DC / DC converter (voltage converter) 55, an engine electronic control unit (hereinafter referred to as "engine ECU") 60, a transmission electronic control unit (hereinafter referred to as "transmission ECU") 70, a brake electronic control unit (hereinafter referred to as "brake ECU") 80, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 90 as the control device of the present disclosure.

[0015] Engine 10 is an internal combustion engine that generates power by the explosive combustion of a mixture of air and hydrocarbon fuels such as gasoline, diesel, or LPG. Engine 10 includes multiple cylinders (combustion chambers) (not shown), a crankshaft (output shaft) 11 connected to pistons (not shown) located in each cylinder, an electronically controlled throttle valve (not shown), multiple fuel injectors and spark plugs, a crank angle sensor 12 for detecting the rotational position (crank angle) of the crankshaft 11, and the like. Furthermore, engine 10 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 rotationally drives the pinion gear, and an actuator that moves the pinion gear back and forth between a meshing position with the ring gear and a retracted position.

[0016] The power transmission device 20 includes a starting device connected to the crankshaft 11 of the engine 10, a transmission mechanism (automatic transmission) connected to the starting device, a hydraulic control device that supplies hydraulic pressure to the starting device and the transmission mechanism, etc. (all not shown). The starting device includes a torque converter (fluid transmission device) having a front cover, pump impeller, turbine runner and stator etc. connected to the crankshaft 11, a damper mechanism that dampens vibrations from the engine 10, a clutch (lock-up clutch) that can connect the front cover and the transmission mechanism via the damper mechanism, etc. The transmission mechanism is, for example, a 4-speed to 10-speed automatic transmission mechanism and includes an input shaft, an output shaft, at least one planetary gear mechanism, and multiple clutches and brakes (hydraulic engagement elements) etc. The transmission mechanism transmits power from the starting device (damper mechanism) to the input shaft in multiple stages and outputs it to the output shaft. The power output from the output shaft of the transmission mechanism is transmitted to the drive wheels DW via the drive shaft 24, differential gear DF, and axle 26. The transmission 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 rotor (not shown). The rotor of the motor-generator MG is irremovably connected via a transmission mechanism 17 to the end of the crankshaft 11 of the engine 10 opposite to the power transmission device 20. In this embodiment, the transmission mechanism 17 is a wrap-around transmission mechanism including a pulley fixed to the crankshaft 11, a pulley fixed to the rotor of the motor-generator MG, and a belt wrapped around both pulleys. The transmission mechanism 17 may also be a gear mechanism or a chain mechanism. Furthermore, the motor-generator MG may be a DC motor and may be positioned (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 opposite direction. The high-voltage battery 40 is, for example, a lithium-ion secondary battery or nickel-metal hydride 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 supplied to various auxiliary equipment. The DC / DC converter 55 is connected to the high-voltage power line LH (system main relay) and also to various auxiliary equipment, including the low-voltage battery 50 and the starter 15 mentioned above, via a low-voltage power line LL and an output relay (not shown). The DC / DC converter 55 can step down 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 power from the low-voltage side battery 50 and supply it to the high-voltage power line LH.

[0019] The engine ECU 60, transmission ECU 70, brake ECU 80, and 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 the engine 10 and related auxiliary equipment such as the starter 15 based on signals from various sensors such as the crank angle sensor 12 and the HVECU 90, etc. The transmission ECU 70 controls the hydraulic control device of the power transmission system 20 based on signals from various sensors and the HVECU 90, etc. The brake ECU 80 sets command values ​​to a hydraulic brake actuator (not shown) based on the brake pedal stroke (amount of brake pedal depression, not shown) detected by a brake pedal stroke sensor (not shown) and the detected value of a vehicle speed sensor (not shown) that detects the vehicle speed V of the vehicle 1, etc., and controls the hydraulic brake actuator based on said command values.

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

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

[0022] In the vehicle 1 configured as described above, when the start switch is turned on by the driver, the HVECU 90 controls the inverter 30 so that the engine 10 is started by the cranking torque from the motor generator MG. Thereby, the cranking torque is output from the motor generator MG to the crankshaft 11 via the transmission mechanism 17, and the fuel injection control and ignition control by the engine ECU 60 are started at a predetermined timing, so that the engine 10 is started. Note that the engine 10 may be started by the cranking torque from the motor generator MG in response to the driver's start request (e.g., release of stepping on the brake pedal, etc.) after the start switch is turned on by the driver.

[0023] Furthermore, when the vehicle 1 is running, the engine ECU 60 controls the intake air volume, fuel injection, ignition, etc. of the engine 10 based on signals from various sensors, etc., so that the engine 10 outputs power corresponding to the target power and target rotational speed set by the HVECU 90. At this time, the HVECU 90 performs torque control by switching 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 running, the motor generator MG mainly operates as a generator that generates electricity using a portion of the power from the engine 10 under load, and is also driven as appropriate by the power from the high-voltage battery 40 to output assist torque (driving torque) to the crankshaft 11 of the engine 10. Furthermore, when the vehicle 1 is braking, the motor generator MG outputs regenerative braking torque to each drive wheel DW via the power transmission device 20 and charges the high-voltage battery 40 via the inverter 30. When torque control is being performed, if the State of Charge (SOC) of the high-voltage battery 40 falls below a predetermined threshold SOCref (e.g., 20%, 25%, 30%), the HVECU90 performs voltage control to control the output voltage of the motor generator MG (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, as configured in this way, will be described in particular, the operation when setting the target current Ic* in voltage control. Figure 2 is a flowchart of an example of a control routine executed by the HVECU90. This routine is executed at predetermined intervals (for example, every few msec) when the charge level SOC of the high-voltage side battery 40 falls below the threshold SOCref while torque control is being performed.

[0025] When this routine is executed, the HVECU90 CPU acquires control information such as the terminal voltage Vb of the high-voltage side battery 40, the charge / discharge current Ib, the charge level SOC, the charge / discharge power Pb*, the allowable charge power Win, the voltage VH in the high-voltage power line LH (the voltage output from the inverter 30 to the high-voltage side battery 40), the current IH flowing through the high-voltage power line LH (the current output from the inverter 30 to the high-voltage side battery 40), and the rotational speed Nm of the motor generator MG (step S100).

[0026] Next, the HVECU90 calculates the actual charging power Pcb (=Vb × Ib, a negative value) of the high-voltage side battery 40 based on the terminal voltage Vb and charge / discharge current Ib obtained in step S100 (step S110), and determines whether the calculated actual charging power Pcb is less than the allowable charging power Win (a negative value) obtained in step S100 (step S120).

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

[0028] If 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 make the charge / discharge current Ib of the high-voltage side battery 40 the target current Ic*, and the inverter 30 is switched and controlled so that the voltage VH in the high-voltage power line LH corresponding to the output voltage of the motor generator MG (the voltage output from the inverter 30 to the high-voltage side battery 40) becomes the set target voltage (step S190), and this routine ends. Figure 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 it is suppressed that the actual charging power Pcb becomes smaller than the allowable charging power Win (a negative value). This prevents the high-voltage battery 40 from being charged with power exceeding the allowable power, and allows the motor generator MG to be controlled appropriately while properly managing the high-voltage battery 40.

[0029] In step S120, if the actual charging power Pcb is equal to or greater than the allowable charging power Win, and in step S140, if the allowable current Ia is equal to or greater than a predetermined current Iaref, it is determined whether the energy storage ratio SOC is less than or equal to a predetermined ratio Sref (step S150). The predetermined ratio Sref is a threshold for determining whether or not the energy storage ratio SOC should be restored early, and is set to a value lower than the threshold SOCref.

[0030] In step S150, if the charge level SOC is less than or equal to a predetermined percentage Sref, the target current Ic* is set to a current Iah that is higher than the allowable current Ia (step S170). If the charge level SOC exceeds the predetermined percentage Sref, the target current Ic* is set to a predetermined current Iaref (step S180). Then, a target voltage is set to make the charge / discharge current Ib of the high-voltage side battery 40 the target current Ic*, and the inverter 30 is switched to control so that the voltage VH in the high-voltage power line LH corresponding to the output voltage of the motor generator MG (the voltage output from the inverter 30 to the high-voltage side battery 40) becomes the set target voltage (step S190), and this routine ends. Note that once the charge level SOC falls below the predetermined percentage Sref, and the target current Ic* is set to current Iah in step S170, the target current Ic* is set to current Iah until the charge level SOC reaches the threshold SOCref. Figure 4 is a timing chart showing an example of the time variation of the charge level SOC and target current Ic*. The target current Ic* is set to a higher current Iah than the allowable current Ia when the charge level SOC falls below a predetermined percentage Sref, thus enabling the charge level SOC to recover quickly. Furthermore, when the charge level SOC exceeds a predetermined percentage Sref, the target current Ic* is set to a predetermined current Iaref, allowing the high-voltage battery 40 to be charged while suppressing the power used to charge the high-voltage battery 40 from exceeding the allowable charging power Win, thereby recovering the charge level SOC. This allows the motor generator MG to be controlled appropriately while properly managing the high-voltage battery 40.

[0031] According to the vehicle 1 of this embodiment described above, torque control and voltage control, which controls 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, are switched and executed. Therefore, the motor generator MG can be controlled appropriately while the high-voltage battery 40 is properly managed.

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

[0033] Furthermore, when the power used to charge the high-voltage battery 40 is a negative value, if 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 battery 40. If 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 charge storage ratio SOC. This allows for proper control of the motor generator MG while properly managing the high-voltage battery 40.

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

[0035] Furthermore, if the actual charging power PCB exceeds the allowable charging power Win, or if the actual charging power PCB is less than or equal to the allowable charging power Win and the allowable current Ia is greater than or equal to a predetermined current Iaref, and the charge level SOC is less than or equal to a predetermined rate Sref, a current Iah higher than the allowable current Ia is set as the target current Ic*. If the charge level SOC exceeds the predetermined rate Sref, the predetermined current Iaref is set as the target current Ic*. Thus, the battery can be properly charged according to the charge level SOC.

[0036] In the vehicle 1 of the above-described embodiment, the allowable current Ia is set to the target current Ic* in step S160. However, in step S160, instead of the allowable current Ia, the target current Ic* may be set to a current that can suppress charging of the high-voltage battery 40 with a power exceeding the allowable power, which has been determined in advance through experiments, analysis, machine learning, etc.

[0037] In the vehicle 1 of the above-described embodiment, a predetermined current Iaref is set to 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, which has been determined in advance by experiment, analysis, machine learning, etc., may be set to the target current Ic*.

[0038] In the embodiments described above, vehicle 1 includes a relatively low-output motor generator MG. However, vehicle 1 may be a one-motor hybrid vehicle including a motor generator with a higher output than the motor generator MG described above, or it may be a two-motor hybrid vehicle. Furthermore, the vehicle to which the present invention applies is not limited to a hybrid vehicle including an engine 10 and a motor generator MG, but may also be a battery electric vehicle (BEV) or 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 means for solving the problem will be explained. In the embodiment, the motor generator MG corresponds to the "motor," and the high-voltage side battery 40 corresponds to the "battery."

[0040] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0041] While embodiments for implementing this disclosure have been described above, this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of this disclosure. [Industrial applicability]

[0042] This disclosure can be used in industries such as the manufacturing of vehicle control systems. [Explanation of symbols]

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

Claims

1. A vehicle control device that performs torque control to control the motor so as to output a target torque, used in a vehicle that includes a motor capable of outputting power to a drive shaft connected to an axle, and a battery that exchanges power with the motor, The torque control and the 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 relating to the battery, are switched and executed. The battery information includes at least one of the allowable charging power permitted for charging the battery, the actual charging power used to charge the battery, and the battery's charge level. In the voltage control described above, when the power used to charge the battery is set to a negative value, if the actual charging power is less than the allowable charging power, the target current is set based on the allowable current obtained by dividing the allowable charging power by the battery voltage; and if the actual charging power is equal to or greater than the allowable charging power, the target current is set based on the charge storage ratio. Vehicle control system.

2. A vehicle control device according to claim 1, If the actual charging power is less than the allowable charging power, and the allowable current is less than the predetermined current, the allowable current is set to the target current. Vehicle control system.

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