Vehicle control device

Abstract

A vehicle control device (100) for controlling a hybrid vehicle (1) provided with a rotary electric machine (3) that generates power by means of at least an engine (4) comprises: a stop determination unit (11) that determines whether or not the vehicle is stopped by acquiring vehicle stop information of the vehicle (1); an electric power generation necessity determination unit (12) that determines whether or not the vehicle (1) needs to generate electric power; an engine control unit (13) that controls the engine (4) in a predetermined control mode when the stop determination unit (11) determines that the vehicle is stopped and the electric power generation necessity determination unit (12) determines that electric power generation is necessary; and a selection switch (40). The predetermined control mode includes a first control mode in which the engine (4) is operated at a fuel consumption priority operation point and a second control mode in which the engine (4) is operated at a vibration noise suppression operation point, and the selection switch (40) selectively sets the first control mode and the second control mode.

Description

Vehicle control device

[0001] The present invention relates to a vehicle control device for controlling a hybrid vehicle such as a plug-in hybrid vehicle.

[0002] Hybrid vehicles, such as plug-in hybrid vehicles, are equipped with engines that are dedicated to generating electricity or engines that can be used to generate electricity and propel the vehicle. Such engines can drive rotating electrical machines to generate electricity even when the vehicle is stopped if necessary. Technologies for controlling the engine when the vehicle is stopped have been developed.

[0003] For example, Patent Document 1 discloses that in a plug-in hybrid vehicle, when the vehicle is stopped, if there is a request to supply power to an external device, the engine operates according to the fuel efficiency optimum operating line, and if there is no request to supply power to an external device, the engine operates according to the NV line (a line connecting operating states where vehicle vibration or noise is within an acceptable range).

[0004] JP 2011-122502 A

[0005] Incidentally, operating the engine of a hybrid vehicle while suppressing vehicle vibration and noise when the vehicle is stopped is beneficial for both the occupants and the surrounding environment of the vehicle. However, suppressing vehicle vibration and noise caused by engine operation requires reducing engine output (engine load), which can lead to reduced fuel economy. Furthermore, depending on the vehicle occupants and the environment in which the vehicle is stopped, fuel economy may be prioritized over suppressing vehicle vibration and noise.

[0006] The present invention has been devised with a focus on such problems, and one of its objectives is to provide a vehicle control device that, when the engine of a hybrid vehicle is operated while the vehicle is stopped, allows the driver, etc., to select and set engine control that prioritizes suppression of vibrations and noise, or engine control that prioritizes fuel economy. In addition to this objective, another objective of the present invention is to achieve effects derived from the configurations shown in the "Mode for Carrying Out the Invention" described below, which are effects that cannot be obtained with conventional technologies.

[0007] The disclosed vehicle control device can be realized as the following disclosed aspects (application examples) and solves at least part of the above-mentioned problems. Each of the aspects from aspect 2 onwards is an aspect that can be selected as an additional aspect, and each of the aspects from aspect 2 onwards is an aspect that can be omitted. None of the aspects from aspect 2 onwards is disclosed as an aspect or configuration that is essential to the present invention.

[0008] Aspect 1. The disclosed vehicle control device is a vehicle control device that controls a hybrid vehicle equipped with at least an engine that generates electricity, and includes: a vehicle stop determination unit that acquires stop information for the hybrid vehicle and determines whether the hybrid vehicle is stopped based on the stop information; a power generation necessity determination unit that determines whether the hybrid vehicle needs to generate electricity; an engine control unit that controls the engine in a predetermined control mode when the vehicle stop determination unit determines that the hybrid vehicle is stopped and the power generation necessity determination unit determines that power generation is necessary; and a selection switch that transmits information to the engine control unit. The predetermined control modes include a first control mode in which the engine is operated at a fuel efficiency-prioritizing operating point and a second control mode in which the engine is operated at a vibration and noise suppression operating point, and the selection switch selectively sets the first control mode and the second control mode.

[0009] Aspect 2. In an aspect including the above-described aspect 1, the vehicle control device preferably includes a power consumption reduction control unit that performs control to reduce power consumption of on-board electrical equipment mounted on the hybrid vehicle when the first control mode is set by the selection switch. Aspect 3. In an aspect including the above-described aspect 2, the power consumption reduction control unit preferably includes a first reduction control unit that reduces the power consumption by increasing a cooling start temperature when cooling a battery mounted on the hybrid vehicle.

[0010] Aspect 4. In an aspect including the above-described aspect 2, it is preferable that the power consumption reduction control unit includes a second reduction control unit that reduces the power consumption by reducing the power consumption of a battery cooling device that cools a battery mounted on the vehicle. Aspect 5. In an aspect including the above-described aspect 1, it is preferable that the engine speed at the fuel efficiency prioritizing operating point and the engine speed at the vibration and noise reduction operating point are the same.

[0011] According to the disclosed vehicle control device, when it is determined that power generation is necessary when the hybrid vehicle is stopped, the engine is operated and power is generated by the rotating electric motor.In this case, the driver or other person can select and set engine control that prioritizes suppression of vibration and noise (second control mode) or engine control that prioritizes fuel efficiency (first control mode), thereby improving fuel efficiency depending on the situation.

[0012] While the present invention has been described with reference to exemplary embodiments, it is to be understood that the invention is not limited to the disclosed exemplary embodiments and is not to be construed as limiting the scope of the invention.

[0013] A vehicle control device according to an embodiment will be described with reference to the drawings. The following embodiment is merely an example, and is not intended to exclude various modifications or applications of techniques not explicitly described in the following embodiment. The configurations of the embodiments can be modified in various ways without departing from the spirit of the embodiments. Furthermore, the configurations can be selected or combined as needed.

[0014] [1. Overall Configuration] A vehicle control device 100 of this embodiment is applied to a vehicle 1 shown in Fig. 1. The vehicle 1 is a hybrid vehicle (HEV, Hybrid Electric Vehicle) or a plug-in hybrid vehicle (PHEV, Plug-in Hybrid Electric Vehicle) equipped with at least a generator 3 (rotating electric machine) that generates electricity using an engine 4. A plug-in hybrid vehicle is a hybrid vehicle that can externally charge a battery 5 or receive external power from the battery 5. A plug-in hybrid vehicle is provided with a charging port (inlet) for inserting a charging cable that supplies power from external charging equipment and a receptacle (outlet) for external power supply.

[0015] The vehicle 1 of this embodiment is equipped with a drive motor 2 that operates by consuming power from an on-board battery 5, and a generator 3 that generates power using power from an engine 4. Note that the power of the engine 4 may be configured to be transmitted only to the generator 3, or may be configured to be transmitted to the drive wheels separately from the power of the motor 2. The vehicle control device 100 includes a control device 10 (described later), and switches and sensors (described later) connected to the control device 10 so as to be able to transmit signals.

[0016] The vehicle 1 may be provided with two driving modes, for example, a CD mode in which the vehicle runs by consuming power from the battery 5, and a CS mode in which the vehicle runs in hybrid mode driven by the engine. Alternatively, the vehicle 1 may be provided with three driving modes, an EV mode, a series mode, and a parallel mode. One of these driving modes is alternatively selected depending on the load state of the vehicle 1, the vehicle speed, the output required by the driver, etc., and the motor 2, the generator 3, and the engine 4 are controlled according to the selected driving mode.

[0017] The motor 2 is provided as a drive source for the vehicle 1. The power source for the motor 2 is electricity stored in the battery 5 or electricity generated by the generator 3. While Fig. 1 shows an example in which only one motor 2 is disposed on the front side, the number of motors 2 mounted on the vehicle 1 is not limited to one, and for example, a motor may be provided on each of the front and rear sides, or a motor may be provided on each wheel.

[0018] The generator 3 is capable of supplying electric power generated using the power of the engine 4 to at least the motor 2. In this embodiment, both the motor 2 and the generator 3 are motor-generators that function as both an electric motor and a generator. The motor 2 mainly functions as an electric motor to drive the vehicle 1, and functions as a generator during regeneration. The generator 3 also functions as an electric motor (starter) when starting the engine 4, and generates electric power using engine power when the engine 4 is operating.

[0019] A control unit (e.g., MCU, GCU) (not shown) including an inverter that converts DC current to AC current is provided around (or inside) each of the motor 2 and the generator 3. The rotation speeds of the motor 2 and the generator 3 are controlled by controlling the inverters. The operating states of the motor 2, the generator 3, and each inverter are controlled by, for example, a control device 10.

[0020] The engine 4 is an internal combustion engine (gasoline engine or diesel engine) that burns gasoline or diesel. The operating state of the engine 4 is controlled, for example, by a control device 10. Note that a speed reduction mechanism, a power distribution mechanism, etc. may be provided on the power transmission path connecting the motor 2, the generator 3, the engine 4, and the drive wheels.

[0021] The battery 5 is a high-voltage power supply configured to be capable of charging and discharging the regenerated power from the motor 2 and the generated power from the generator 3. In this embodiment, the battery 5 is configured by connecting a plurality of battery cells (for example, lithium-ion secondary batteries or nickel-metal hydride secondary batteries) in series. Note that the battery 5 may be configured to be externally charged by a power source external to the vehicle, i.e., to be charged by a household AC power source (normal charging) or a high-voltage DC power source (rapid charging).

[0022] The battery 5 of this embodiment is equipped with a battery cooling device (vehicle electrical equipment) 6 that includes a battery cooling compressor 61 as a battery cooling device. The battery cooling device 6 manages the temperature of the battery 5 to maintain it at or below an upper limit temperature. This prevents the battery 5 from generating heat and becoming too hot during charging and discharging, and suppresses deterioration and damage to the battery 5.

[0023] The vehicle 1 is provided with a temperature sensor 21 that detects the cell temperature of the battery 5, a voltage sensor 22 that detects the cell voltage of the battery 5, and a current sensor 23 that detects the current of the battery 5. The vehicle 1 is also provided with a vehicle speed sensor 24 that detects the vehicle speed from, for example, the wheel speed, and a shift position sensor 25 that detects the shift position of the automatic transmission. Information detected by each of the sensors 21 to 25 is transmitted to the control device 10. The vehicle 1 is also provided with switches 30 and 40 that select and input a specific control mode for the engine 4. Information from these switches 30 and 40 is also transmitted to the control device 10.

[0024] The control device 10 is an electronic control device (computer) that performs integrated control of various devices mounted on the vehicle 1. The control device 10 incorporates a processor, memory, interface device, etc. (all not shown) that are interconnected via a bus and are connected to a communication line of an in-vehicle network provided in the vehicle 1. The above-mentioned sensors 21 to 25 and switches 30, 40 are connected to the input side of the control device 10, and various devices such as the control units of the motor 2 and generator 3 and the engine 4 are connected to the output side of the control device 10.

[0025] The processor is a processing device that incorporates, for example, a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register), etc. The memory is a storage device that stores programs and data in progress, and includes ROM, RAM, non-volatile memory, etc. The contents of the control performed by the control device 10 are recorded and saved in the memory as firmware or application programs, and when a program is executed, the contents of the program are expanded in the memory space and executed by the processor.

[0026] When the vehicle-stop power generation condition is met, the control device 10 of this embodiment performs a vehicle-stop power generation control that generates power when the vehicle 1 is stopped. The vehicle-stop power generation control is a control that causes the engine 4 to drive the generator 3 to generate power while the vehicle 1 is stopped (stopped, parked). The control mode that performs the vehicle-stop power generation control is called a "vehicle-stop power generation mode." The vehicle-stop power generation condition is, for example, when both of the following two conditions are met: Condition 1: There is a request for vehicle-stop power generation; Condition 2: The vehicle 1 is stopped.

[0027] The above condition 1 is met (i.e., it is determined that a request for stationary vehicle power generation is present) when at least one of the following two conditions is met: Condition 1A: The start switch 30 is operated to select stationary vehicle power generation mode; Condition 1B: The charging rate of the battery 5 is equal to or lower than a threshold value.

[0028] The threshold value of condition 1B is a threshold value for determining whether charging is necessary or not, and is, for example, a preset fixed value. The state of charge (hereinafter referred to as "SOC") is calculated by a battery management unit (BMU) 51 attached to the battery 5 and managing the state of the battery 5, from the voltage of the battery 5 detected by the voltage sensor 22, the current of the battery 5 detected by the current sensor 23, etc.

[0029] Furthermore, the above condition 2 is met when the following two conditions are both met (i.e., the vehicle 1 is determined to be stopped): Condition 2A: The vehicle speed is 0; and Condition 2B: The shift position is in the P range (parking range).

[0030] In this stationary power generation mode, while the vehicle 1 is stationary, a clutch that transmits driving force to the drive wheels, such as a forward clutch, is controlled to a disengaged state, and the engine 4 and the generator 3 are placed in a power transmission state. In this state, the engine 4 is controlled to an operating state, and the generator 3 is controlled to a power generating state, so that the generator 3 is driven by the engine 4 to rotate, and power can be generated while the vehicle 1 is stationary.

[0031] [2. Control Configuration] The control device 10 includes, as elements for implementing the stationary power generation control, a stationary vehicle determination unit 11 that acquires stationary information about the vehicle 1 and determines whether the vehicle 1 is stationary, a power generation necessity determination unit 12 that determines whether power generation is necessary, and an engine control unit 13 that controls the engine 4 in a predetermined control mode when the stationary vehicle determination unit 11 determines that the vehicle 1 is stationary and the power generation necessity determination unit 12 determines that power generation is necessary.

[0032] The vehicle stop determination unit 11 acquires, as vehicle stop information, vehicle speed information detected by the vehicle speed sensor 24 and shift position information detected by the shift position sensor 25, and determines whether the vehicle 1 is stopped. That is, the vehicle stop determination unit 11 determines whether the vehicle speed is 0 based on the acquired vehicle speed information (condition 2A), and whether the shift position is in the P range based on the acquired shift position information (condition 2B). Then, if both conditions 2A and 2B are met, the vehicle stop determination unit 11 determines that the vehicle 1 is stopped.

[0033] The power generation necessity determination unit 12 acquires operation information of the start switch 30 and the SOC calculated by the BMU 51 to determine whether power generation is required. In this embodiment, the power generation necessity determination unit 12 determines whether the stationary power generation mode has been selected by operation of the start switch 30 (condition 1A) or whether the SOC of the battery 5 is equal to or lower than a threshold value (condition 1B). If at least one of conditions 1A and 1B is met, the power generation necessity determination unit 12 determines that charging of the battery 5 is required and that power generation for charging is required. Note that if neither condition 1A nor condition 1B is met, the power generation necessity determination unit 12 determines that there is no request for stationary power generation (charging is not required and power generation for charging is not required).

[0034] When the stationary power generation condition (i.e., both of the above conditions 1 and 2) is met, the engine control unit 13 operates the engine 4 in a predetermined control mode to drive the generator 3 to generate power while the vehicle 1 is stopped. The predetermined control mode includes a first control mode in which the engine 4 is operated at a fuel efficiency priority operating point of the engine 4, and a second control mode in which the engine 4 is operated at a vibration and noise suppression operating point of the engine 4.

[0035] The selection between the first control mode and the second control mode is performed by the driver or the like by operating a selection switch 40. This selection switch 40 transmits information to the engine control unit 13. The selection switch 40 may be a standalone switch, or may be a switch that functions as a mode selection switch by operating another switch (for example, the start switch 30) by pressing and holding it down, without adding a hardware switch.

[0036] The fuel economy-prioritizing operating point and the vibration and noise suppression operating point will now be described. Fig. 2 is a map showing the operating points, and this map is defined by the engine speed and the engine load. The curves drawn on the map are equal fuel economy lines, and the fuel economy improves as the background pattern becomes brighter. Point A on the map is the vibration and noise suppression operating point, and point B on the map is the fuel economy-prioritizing operating point. In this embodiment, the engine speed at the vibration and noise suppression operating point A and the fuel economy-prioritizing operating point B are the same, and only the engine load is different.

[0037] The vibration and noise suppression operating point A is an operating point for generating electricity while suppressing vibrations and noise that occur during operation of the engine 4. Generally, a characteristic of the engine 4 is that the higher the engine load, the greater the vibration and noise of the engine 4. Therefore, in order to suppress vibration and noise, it is effective to control the engine load to a low level, and the vibration and noise suppression operating point A is set at a point where the engine load is relatively low.

[0038] On the other hand, the fuel economy priority operating point B is an operating point for prioritizing fuel economy over suppressing vibration and noise of the engine 4. At least in the low to medium speed rotation range of the engine 4, the higher the engine load, the better the fuel economy. Therefore, in order to prioritize fuel economy over suppressing vibration and noise, it is effective to control the engine load to a relatively high level, and the fuel economy priority operating point B is set at a point where the engine load is relatively high.

[0039] In this embodiment, the engine speed is the same at the vibration and noise suppression operating point A and the fuel efficiency priority operating point B. This is because the control can be configured simply by not changing the engine speed between the first control mode and the second control mode. In the stationary power generation mode, it is desirable to operate with good fuel efficiency while suppressing vibration and noise, so the engine speed during stationary power generation control is set to a low speed close to the idling speed.

[0040] In the stationary power generation mode, when controlling the operation of the engine 4 at each operating point, the engine control unit 13 controls the throttle opening and fuel injection amount of the engine 4, and controls the power generation amount (power generation load) of the generator 3. In the stationary power generation mode, the engine control unit 13 prevents the charging speed from being excessively increased.

[0041] As shown in FIG. 1 , the control device 10 of this embodiment further includes a power consumption reduction control unit 14 and a cooling control unit 17. The power consumption reduction control unit 14 performs control to reduce power consumption of on-board electrical equipment mounted on the vehicle 1 when the first control mode is set by the selection switch 40. The power consumption reduction control unit 14 of this embodiment includes a first reduction control unit 15 and a second reduction control unit 16. The first reduction control unit 15 reduces power consumption of the battery cooling device 6, which is one of the on-board electrical equipment, by increasing the cooling start temperature when cooling the battery 5 with the battery cooling device 6. The second reduction control unit 16 reduces power consumption by reducing the power consumption of the battery cooling compressor 61 that cools the battery 5.

[0042] The cooling control unit 17 controls the battery cooling device 6. When the temperature of the battery 5 rises, for example, when the detected value T of the temperature sensor 21 of the battery 5 becomes equal to or higher than a preset cooling start temperature, the cooling control unit 17 determines that cooling of the battery 5 is necessary and activates the battery cooling device 6 to cool the battery 5. When the temperature of the battery 5 drops due to this cooling, for example, when the detected value T of the temperature sensor 21 of the battery 5 becomes equal to or lower than a preset cooling completion temperature that is lower than the cooling start temperature, the cooling control unit 17 stops the battery cooling device 6.

[0043] The first suppression control unit 15 delays the cooling of the battery 5 and suppresses power consumption by increasing the cooling start temperature when cooling the battery 5 above normal. The cooling start temperature is set to a value that is lower by a margin than the upper limit (upper limit temperature) of the temperature range (management temperature) in which the battery 5 operates normally. Furthermore, in the stationary charging mode, the charging rate is not excessively increased, so heat generation by the battery 5 during charging is also suppressed. Therefore, as long as the temperature increase when increasing the cooling start temperature is kept within this margin, the operation (management) of the battery 5 is not affected even if the cooling start temperature is increased.

[0044] Furthermore, as described above, the second suppression control unit 16 suppresses power consumption by reducing the power consumption of the battery cooling compressor 61 and reducing the cooling capacity. Reducing the power consumption of the battery cooling compressor 61 below that during normal operation reduces the cooling capacity. However, as described above, in the stationary charging mode, the charging speed is not excessively increased, so heat generation from the battery 5 during charging is also suppressed. Therefore, even if the cooling capacity is reduced to a certain extent, the operation (management) of the battery 5 is not affected.

[0045] 3 is an example of a flowchart for explaining the engine control in the stationary power generation mode and the associated power consumption reduction control. This flowchart is repeatedly executed by the control device 10 at a predetermined calculation cycle, for example, when the main power supply of the vehicle 1 is turned on. This flowchart is also based on the premise that there is a request for stationary power generation (i.e., the above-mentioned condition 1 is satisfied).

[0046] As shown in Fig. 3, first, in step S10, it is determined whether the vehicle speed, which is one of the conditions for stopping the vehicle, is 0 (condition 2A). If the vehicle speed is 0, in step S20, it is determined whether the shift position is in P range (condition 2B). If it is determined in step S10 that the vehicle speed is not 0, or if it is determined in step S20 that the shift position is not in P range, it is determined in step S80 that "power generation while stopped is not possible," and in step S90, a notice that "power generation while stopped is not possible" is issued. Specifically, for example, a message is displayed on a display in the vehicle cabin to notify this, and the flow returns.

[0047] If the vehicle speed is 0 and the shift position is in the P range, it is determined in step S30 whether the first control mode or the second control mode has been selected. This determination is made based on the operation information of the selection switch 40. If it is determined that the first control mode has been selected, the process proceeds to step S40, where the engine 4 is controlled in the first control mode, and then in the following step S50, power consumption reduction control is implemented.

[0048] In the first control mode of step S40, the engine control unit 13 controls the operation of the engine 4 at a fuel efficiency priority operating point. As described above, the fuel efficiency priority operating point is set to an operating point where the engine load is relatively high, allowing the engine 4 to operate with good fuel efficiency. In the power consumption reduction control of step S50, the power consumption reduction control unit 14 reduces power consumption by using the first reduction control unit 15 to increase the cooling start temperature when cooling the battery 5 above normal, and by using the second reduction control unit 16 to reduce power consumption by using the battery cooling compressor 61 for cooling the battery 5 below normal operation.

[0049] On the other hand, if it is determined in step S30 that the second control mode has been selected, the process proceeds to step S60, where the engine 4 is controlled in the second control mode, and in the subsequent step S70, the battery cooling device 6 is put into normal operation.

[0050] In the second control mode of step S60, the engine control unit 13 controls the operation of the engine 4 at the vibration and noise suppression operating point. As described above, the vibration and noise suppression operating point is set to an operating point where the engine load is relatively low, and the engine 4 can be operated while suppressing the vibration and noise generated by the engine 4. In step S70, the cooling start temperature when cooling the battery 5 is set to a normal value, and the power consumption of the battery cooling compressor 61 for cooling the battery 5 is set to a normal operating level.

[0051] When the flow is returned after steps S50 and S70, if the conditions of steps S10 and S20 are satisfied, the processing of steps S40 and S50 or the processing of steps S60 and S70 continues unless the selected control mode is switched. On the other hand, if the selected control mode is switched, the processing of the control mode after the switch is performed. Furthermore, if condition 1 is no longer satisfied or the vehicle 1 starts moving during the execution of the flow, the control being performed is stopped (interrupted).

[0052] [4. Actions and Effects] The vehicle control device 100 according to this embodiment is configured as described above, and therefore provides the following actions and effects. In the above-described vehicle control device 100, when it is determined that power generation is necessary while the vehicle 1 is stopped, the engine 4 is operated to generate power using the generator 3. In this case, the driver or other user can select and set engine control that prioritizes suppression of vibrations and noise (second control mode) or engine control that prioritizes fuel economy (first control mode). This makes it possible to improve fuel economy depending on the situation.

[0053] That is, according to the above-described vehicle control device 100, since it is equipped with the selection switch 40, if the driver or the like wants to prioritize fuel efficiency of the engine 4 when the vehicle is stationary and generating electricity, the first control mode can be selected and set to operate the engine 4 at a fuel efficiency priority operating point, thereby enabling stationary power generation with good fuel efficiency. Therefore, for example, when the battery 5 of the vehicle 1 is used as a power supply device compatible with V2H (Vehicle to Home), a larger amount of power supply can be secured with limited fuel.

[0054] Furthermore, if the driver or the like wants to prioritize suppression of vibration and noise of the engine 4 when generating electricity while the vehicle is stationary, by selecting and setting the second control mode, the engine 4 can be operated at a vibration and noise suppression operating point, thereby enabling generation of electricity while the vehicle is stationary while suppressing vibration and noise of the engine 4. Therefore, generation of electricity while the vehicle is stationary can be achieved with consideration given to the passengers and the environment.

[0055] Furthermore, when the first control mode is set, the above-described vehicle control device 100 includes a power consumption reduction control unit 14 that performs control to reduce power consumption of on-board electrical components (e.g., the battery cooling device 6) mounted on the vehicle 1. Therefore, this power consumption reduction control can also reduce a decrease in the capacity of the battery 5, and when the battery 5 is used as a V2H compatible power supply device, a larger amount of power can be supplied.

[0056] The power consumption reduction control unit 14 includes a first reduction control unit 15 that reduces power consumption by increasing the cooling start temperature when cooling the battery 5, and therefore can easily achieve power consumption reduction control. The power consumption reduction control unit 14 also includes a second reduction control unit 16 that reduces power consumption by reducing the power consumption of the battery cooling compressor 61, which serves as a battery cooling device for cooling the battery 5. This also makes it easy to achieve power consumption reduction control. Furthermore, with the vehicle control device 100, the engine speed at the fuel efficiency-prioritized operating point and the engine speed at the vibration and noise reduction operating point are the same, and therefore the control can be configured simply and the reliability of the control can be improved.

[0057] [5. Other] The above-described configuration of the vehicle control device 100 is one example. In the above embodiment, the vehicle control device 100 includes the power consumption reduction control unit 14 that performs control to reduce power consumption of on-board electrical components mounted in the vehicle 1 when the first control mode is selected. However, the power consumption reduction control unit 14 is not essential and can be omitted.

[0058] Furthermore, in the above embodiment, the power consumption reduction control unit 14 is provided with a first reduction control unit 15 that reduces power consumption by raising the cooling start temperature when cooling the battery 5 using the battery cooling device 6, and a second reduction control unit 16 that reduces power consumption by reducing the power consumption of the battery cooling compressor 61 for cooling the battery 5, but it may be provided with only one of these, or instead of or in addition to these, control may be performed to reduce the power consumption of other on-board electrical equipment.

[0059] In the above embodiment, the engine speed for the fuel economy priority operating point and the engine speed for the vibration and noise suppression operating point are the same, but they may be different. In this case, although the control becomes more complex than in the above embodiment, it is possible to set the fuel economy priority operating point to an operating point with better fuel economy, or to set the vibration and noise suppression operating point to an operating point at which the vibration and noise of the engine 4 are further suppressed.

[0060] Furthermore, in the above embodiment, the second suppression control unit 16 suppresses power consumption by reducing the power consumption of the battery cooling compressor 61, which serves as a battery cooling device for cooling the battery 5. However, the second suppression control unit 16 may be any device that suppresses power consumption by reducing the power consumption of the battery cooling device, and various types of battery cooling device may be applied, such as a pump for circulating refrigerant when cooling the battery using a water-cooling method, or a cooling fan when cooling the battery using an air-cooling method.

[0061] The present invention is applicable at least to the manufacturing industry of hybrid vehicles equipped with a rotating electric machine that generates electricity using an engine.

[0062] REFERENCE SIGNS LIST 1 Vehicle (hybrid vehicle) 2 Motor (rotating electric machine) 3 Generator (rotating electric machine) 4 Engine 5 Battery (cell) 6 Battery cooling device (on-board electrical equipment) 10 Control device 11 Stop determination unit 12 Power generation necessity determination unit 13 Engine control unit 14 Power consumption reduction control unit 15 First reduction control unit 16 Second reduction control unit 17 Battery cooling control unit 21 Temperature sensor 22 Voltage sensor 23 Current sensor 24 Vehicle speed sensor 25 Shift position sensor 30 Start switch 40 Selection switch 51 BMU 61 Battery cooling compressor (battery cooling device) 100 Vehicle control device

Claims

1. A vehicle control device for controlling a hybrid vehicle equipped with at least an engine-driven rotating electric machine, comprising: a vehicle stop determination unit that acquires stop information for the hybrid vehicle and determines whether the hybrid vehicle is stopped based on the stop information; a power generation necessity determination unit that determines whether the hybrid vehicle needs to generate power; an engine control unit that controls the engine in a predetermined control mode when the vehicle stop determination unit determines that the hybrid vehicle is stopped and the power generation necessity determination unit determines that power generation is necessary; and a selector switch that transmits information to the engine control unit, wherein the predetermined control modes include a first control mode in which the engine is operated at a fuel efficiency priority operating point and a second control mode in which the engine is operated at a vibration and noise suppression operating point, and the selector switch selectively sets the first control mode and the second control mode.

2. A vehicle control device as described in claim 1, characterized in that it is provided with a power consumption reduction control unit that performs control to reduce power consumption of on-board electrical equipment installed in the hybrid vehicle when the first control mode is set by the selection switch.

3. A vehicle control device as described in claim 2, characterized in that the power consumption reduction control unit includes a first reduction control unit that reduces the power consumption by increasing the cooling start temperature when cooling a battery mounted on the hybrid vehicle.

4. A vehicle control device as described in claim 2, characterized in that the power consumption reduction control unit includes a second reduction control unit that reduces the power consumption by reducing the power consumption of a battery cooling device for cooling a battery installed in the hybrid vehicle.

5. A vehicle control device according to any one of claims 1 to 4, characterized in that the engine speed at the fuel economy priority operating point and the engine speed at the vibration and noise suppression operating point are the same.

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