JP5478572B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including an engine and a motor as power sources.

  In order to comply with the automobile fuel efficiency regulations that are being strengthened year by year, the market for hybrid vehicles with a large fuel consumption reduction effect is expanding. The hybrid vehicle includes a motor and an engine as a power source, and can drive the vehicle efficiently by driving either or both of the motor and the engine according to the driving conditions. During deceleration, the motor is used as a generator to regenerate the kinetic energy of the vehicle and store it in a secondary battery (power storage device). The motor travels using the stored energy to reduce the fuel consumption. Reduce. When regenerating kinetic energy by the motor during deceleration, it is desirable to reduce the friction loss due to engine rotation and increase the regenerative amount by stopping the engine (disengaging the engine from the vehicle drive shaft by a clutch). However, if a re-acceleration request is made by the driver during deceleration regeneration, it takes time to transmit the engine power to the vehicle drive shaft, so the motor power cannot be sufficiently obtained (secondary battery battery). In the case of a shortage of remaining amount, there is a problem that the acceleration response of the vehicle deteriorates.

  Patent Document 1 determines whether or not the engine needs to be started based on the current driver request (output), for example, the accelerator opening, and determines the remaining battery capacity, battery, inverter, and motor temperature. Accordingly, an invention is disclosed in which the threshold value of the accelerator opening that is a criterion for engine start / stop is changed.

  Further, in a hybrid vehicle equipped with an internal combustion engine and an electric motor, when the accelerator is turned off while the internal combustion engine is being operated during traveling, the internal combustion engine is idled or the internal combustion engine is operated in order to improve the fuel efficiency of the vehicle. It is common to stop operation. In order to respond to the driver's desire to drive with good acceleration response, in addition to the normal driving mode that prioritizes vehicle fuel efficiency, it has a power priority mode that can output power quickly and drive, giving priority to power In the mode, in order to quickly output power from the internal combustion engine, the internal combustion engine is controlled to operate at a relatively high rotational speed corresponding to the vehicle speed even when the accelerator is turned off during traveling. At this time, if the internal combustion engine is operated with fuel supply in order to make the rotational speed of the internal combustion engine relatively high, the fuel consumption will be greatly deteriorated. If the fuel supply is stopped and motored by the motor, The remaining capacity of the battery will be significantly reduced.

  Patent Document 2 describes that when the accelerator is turned off while the vehicle is running in the power priority mode in a hybrid vehicle, the remaining capacity of the power storage device such as a secondary battery is suppressed from being significantly reduced and a certain amount of fuel consumption is improved. If the accelerator is turned off while the vehicle is running with the power priority mode set, the internal combustion engine is stopped with the fuel supply to the internal combustion engine stopped when the detected vehicle speed exceeds a predetermined vehicle speed. The internal combustion engine, the power power input / output means and the motor are controlled so that the engine rotates at the set lower limit rotational speed and travels with the set required driving force. On the other hand, when the detected vehicle speed is less than the predetermined vehicle speed, the internal combustion engine The internal combustion engine, power power input / output means, and electric motor are controlled so that the engine runs independently at the set lower limit rotational speed and travels with the set required driving force. It discloses a light.

  Further, in the hybrid vehicle, the power transmission path is different between the combined travel mode in which the torque of the engine and the electric motor is combined to generate the driving force and the motor travel mode in which the driving force is generated only by the electric motor. When changing the mode by switching the power transmission path in this way, control is difficult and shock is likely to occur, and if the power transmission path is temporarily interrupted to change the mode, sufficient response will be obtained when the accelerator is operated during switching There is a problem that sex cannot be obtained. For this reason, the change from the motor travel mode to the composite travel mode is performed as necessary, for example, when the amount of power stored in the battery is insufficient, but the reverse composite travel mode is not changed to the motor travel mode. Thus, the combined travel mode is allowed only when changing to the direct travel mode at a predetermined vehicle speed or higher at which the engine does not stop. However, if the change from the combined travel mode to the motor travel mode is prohibited, the composite travel is performed even after the battery reaches a predetermined charged amount during low speed travel (including when the vehicle is stopped) that cannot be shifted to the direct travel mode. Since the mode is maintained, there is a problem of wasteful consumption of fuel.

  Against the backdrop of the above circumstances, Patent Document 3 can be used as an electric motor and a generator for the purpose of changing the driving mode by switching the power transmission path while avoiding the occurrence of shock and deterioration of responsiveness. When the vehicle is stopped when the vehicle is stopped, a function motor generator is used to recycle the motor generator in the combined travel mode to run while charging the battery and switch the power transmission path to change the travel mode. The mode change means discloses an invention for changing from the combined travel mode to the motor travel mode on condition that the charged amount of the battery is not less than a predetermined value.

JP 2009-113706 A JP 2009-126253 A JP 2003-018707 A

  In a hybrid system (strong hybrid) equipped with a large motor having a sufficient output with respect to the vehicle weight, the vehicle can be accelerated relatively easily by the motor driving force. Also in the system, by performing engine stop / start control based on the driver request (accelerator opening) and the vehicle state (remaining battery level), the driver's acceleration request can be satisfied by the driving force of the motor and the engine.

  However, in recent years, a hybrid system equipped with a small electric product (motor) has attracted attention from the viewpoint of cost reduction. However, since the motor output is relatively small with respect to the vehicle weight, the motor is maximized. Even when the ability can be exhibited, if the engine is started after the acceleration request from the driver (after the accelerator is depressed), the driver acceleration request may not be satisfied. In particular, when driving at high speed with high running resistance, the output (required output) required for accelerating the vehicle is large, and acceleration is impossible only with the output of the motor. Power is essential.

  Also, immediately after the deceleration is started and the engine is stopped (a period in which the engine is not completely stopped), when an acceleration request is input again and an attempt is made to start the engine, a predetermined rotational speed (for example, 400 rpm) or more If the engine is self-sustaining by resuming combustion (combustion recovery), it can resume operation, but in the case of low rotation (for example, 400 rpm or less), the engine cannot self-sustain and resume operation. Engine cranking with a motor or starter is required. However, in the case of a system using a normal starter for starting the engine, it is necessary to wait for the engine to stop once and then start the engine again, so that the time required for starting the engine further increases, As a result, there arises a problem that the acceleration request of the vehicle cannot be satisfied.

  In view of the above problems, the object of the present invention is to accelerate the driver under any conditions while stopping the engine at the time of deceleration and improving the regeneration efficiency even in a hybrid system with a small motor output relative to the vehicle. An object of the present invention is to provide a control device for a hybrid vehicle that can satisfy the requirements.

  In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention includes an engine and a motor as power sources, and is capable of stopping regeneration during deceleration of the vehicle and performing regeneration by the motor. In the vehicle, the start timing of the stopped engine is changed according to a vehicle speed during deceleration of the vehicle or a remaining battery level of a secondary battery for supplying electric power to the motor.

  In a hybrid vehicle equipped with an engine and motor as a power source, and stopping the engine during deceleration and regenerating with the motor, the engine start method can be changed based on vehicle information when the driver releases the brake during deceleration. It is characterized by that.

  With this configuration, by making the engine start method variable based on vehicle information at the time when the driver's brake operation occurs, that is, before the accelerator operation is performed (before the driver's acceleration request). It is possible to obtain appropriate acceleration performance when the driver requests acceleration.

  According to another aspect of the hybrid vehicle control device of the present invention, when the vehicle speed during the brake operation is higher than a predetermined first threshold during deceleration, engine start is started based on the brake operation. It is characterized by.

  With this configuration, when the vehicle speed is high, that is, when the required output is large when an acceleration request is received, the engine is started based on the driver's brake operation, so that the driver is requested to accelerate (accelerator operation). Since the output from the engine can be obtained immediately, the driver's acceleration request can be satisfied.

  Furthermore, as another aspect of the hybrid vehicle control device of the present invention, the hybrid vehicle further includes a secondary battery for supplying electric power to the motor, and the vehicle speed at the time of the brake operation is a predetermined first speed during deceleration. The engine is started based on the brake operation when the threshold value is higher than the threshold value or when the remaining battery level of the secondary battery is lower than a predetermined second threshold value.

  With this configuration, in addition to the case where the vehicle speed is high, the engine is started based on the driver's brake operation even when the secondary battery is low, that is, when the motor cannot exhibit sufficient output performance. Thus, since the output from the engine can be obtained when the driver requests acceleration (accelerator operation), the driver's acceleration request can be satisfied.

  Furthermore, as another aspect of the hybrid vehicle control device of the present invention, when the engine speed is within a predetermined range other than 0 at the time of engine start, the engine speed is increased as the vehicle speed increases. The starter is controlled so that the engine speed at the start of ranking is increased.

  With this configuration, even when an acceleration request is made while the engine is stopped (a state where it is not completely stopped), the engine speed at which cranking is performed by the starter is changed according to the vehicle speed, thereby driving at high speed. The engine start time at the time can be further shortened, and noise associated with starter control (pre-mesh control) can be minimized during low-speed driving.

  According to the present invention, even when a re-acceleration request is made by the driver while the engine is stopped during deceleration regeneration, by appropriately starting the engine, while suppressing deterioration in fuel consumption and quietness, The driver's acceleration request can be satisfied.

1 is a configuration diagram of a system in which a control device for a hybrid vehicle according to a first embodiment of the present invention is applied to a parallel hybrid vehicle. It is a system block diagram which shows the structure of the control apparatus of the hybrid vehicle by Example 1 of this invention. It is explanatory drawing of the operation mode of the hybrid vehicle in the control apparatus of the hybrid vehicle by Example 1 of this invention. It is explanatory drawing of the relationship between the vehicle speed at the time of the deceleration regeneration in the hybrid vehicle control apparatus by Example 1 of this invention, and an engine starting method. It is a flowchart which shows the engine starting control content from the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 1 of this invention. It is a time chart of the engine starting control from the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 1 of this invention. It is explanatory drawing of the relationship between the vehicle speed and battery residual amount at the time of the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 2 of this invention, and an engine starting method. It is a flowchart which shows the engine starting control content from the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 2 of this invention. It is a time chart of the engine starting control from the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 2 of this invention. It is a figure which shows the structure of the starter system in the control apparatus of the hybrid vehicle by Example 3 of this invention. It is explanatory drawing of the relationship between the vehicle speed in the hybrid vehicle control apparatus by Example 3 of this invention, and the engine speed at the time of starter pre-mesh control. It is explanatory drawing of the relationship between the battery residual amount in the hybrid vehicle control apparatus by Example 3 of this invention, and the engine speed at the time of starter pre-mesh control. It is explanatory drawing of the relationship between the vehicle speed and engine starting start rotation speed in the hybrid vehicle control apparatus by Example 3 of this invention. It is explanatory drawing of the relationship between the battery remaining charge and engine starting start rotation speed in the control apparatus of the hybrid vehicle by Example 3 of this invention. It is a flowchart which shows the engine starting control content from the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 3 of this invention. It is a time chart of the engine starting control from the deceleration regeneration in the control apparatus of the hybrid vehicle by Example 3 of this invention.

  Hereinafter, some examples which are modes for carrying out the present invention will be described.

[Example 1]
Hereinafter, the configuration and operation of the control apparatus for a hybrid vehicle according to the first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 shows a configuration of a system in which a control device for a hybrid vehicle according to a first embodiment of the present invention is applied to a parallel hybrid vehicle.

  The engine 11 is a four-cylinder gasoline engine for automobiles that uses spark ignition combustion, and includes a starter 12 for starting the engine 11. The crankshaft of the engine 11 is provided with a crank angle sensor 10 for detecting the rotation angle, and the other end is communicated with the transmission 13. The transmission 13 is a continuously variable transmission capable of continuously changing a gear ratio that is an output shaft (vehicle drive shaft) angular velocity with respect to an input shaft (engine rotation shaft) angular velocity. Furthermore, a motor 15 is installed on the output shaft via a clutch 14. An inverter 16 for controlling the output of the motor and a battery 17 for supplying power to the inverter 16 are electrically connected to the motor 15. The battery 17 is provided with a battery voltage sensor 9. The motor 15 is connected to the wheel 18 via a reduction gear 19. A vehicle speed sensor 8 is provided on the drive shaft of the wheel 18.

  Each signal obtained from the vehicle speed sensor 8, the battery voltage sensor 9, and the crank angle sensor 10 is sent to the vehicle control unit (VCU) 1. Each signal obtained from the accelerator opening sensor 6 and the brake switch 7 is also sent to VCU1. The accelerator opening sensor 6 detects the amount of depression of the accelerator pedal, that is, the accelerator opening, and the brake switch 7 detects whether or not the brake pedal is depressed.

  VCU1 calculates the driver's required torque based on the output signal of the accelerator opening sensor 6. That is, the accelerator opening sensor 6 is used as a required torque detection sensor for detecting required torque for the engine and the motor. Further, the VCU 1 determines the presence or absence of a driver deceleration request based on the output signal of the brake switch 7. The VCU 1 calculates the remaining battery power based on the output signal of the battery voltage sensor 9. The VCU 1 calculates the engine speed based on the output signal of the crank angle sensor 10. The VCU 1 is an optimum operation amount of each device such as an engine request output, a motor request output, a battery request output, a request gear ratio, a clutch operation amount, etc. Is calculated.

  The engine request output calculated by the VCU 1 is sent to an engine control unit (ECU) 2. The ECU 2 controls the engine 11 based on the request output from the VCU 1. Specifically, although not shown, the fuel injection, ignition, throttle valve, and starter 12 are controlled. Further, the motor request output calculated by VCU 1 is sent to a motor control unit (MCU) 5. The MCU 5 controls the inverter 16 (and the motor 15) based on the request output from the VCU 1. The battery request output calculated by VCU1 is sent to the battery control unit (BCU) 4. The BCU 4 controls the battery 17 based on the request output from the VCU 1. The required transmission ratio calculated by VCU1 is sent to the transmission control unit (TCU) 3. The TCU 3 controls the transmission 13 based on the required gear ratio from the VCU 1. Further, the clutch operation amount calculated by VCU1 is sent to the clutch 14 as a clutch drive signal.

  In the first embodiment, the engine-transmission-clutch-motor is connected to the vehicle drive shaft in this order. However, the present invention is not limited to this. For example, the engine-clutch-motor-transmission Any configuration that can disconnect the engine from the vehicle drive shaft, such as a configuration connected to the vehicle drive shaft in order, may be used.

  Next, the internal configuration of the vehicle control unit (VCU) 1 according to the first embodiment of the present invention will be described. FIG. 2 shows a block configuration of a system of the vehicle control unit (VCU) 1.

  Output signals from the accelerator opening sensor 6, the brake switch 7, the vehicle speed sensor 8, the battery voltage sensor 9, and the crank angle sensor 10 are input to the input circuit 1a of the VCU1. However, the input signal is not limited to these. The input signal of each input sensor is sent to the input port in the input / output port 1b. The value sent to the input port 1b is stored in the RAM 1c and processed by the CPU 1e. The control program describing the contents of the arithmetic processing is written in advance in the ROM 1d.

  A value indicating the operation amount of each device calculated in accordance with the control program is stored in the RAM 1c, then sent to the output port in the input / output port 1b, and sent to each device via each output unit. Here, the output unit includes an engine control output unit 1f, a motor control output unit 1g, a battery control output unit 1h, a clutch control output unit 1i, and a transmission control output unit 1j. The circuits of these output units are connected to ECU2, MCU5, BCU4, clutch 14 or TCU3. In the illustrated embodiment, control devices (ECU2, MCU5, BCU4, and TCU3) for each device are separately provided for the VCU1, but the present invention is not limited to this configuration, and the control device for each device is provided in the VCU1. You may do it.

  The VCU 1 determines whether or not the engine power is necessary based on the vehicle operating state, and controls the timing for starting the engine 11. In particular, at the time of deceleration, it is possible to satisfy the driver's acceleration request in any situation by changing the engine start condition (condition for starting the engine start control) based on the vehicle speed information.

  Next, a basic operation of the hybrid vehicle using the hybrid vehicle control device will be described. FIG. 3 shows an operation mode of the hybrid vehicle using the hybrid vehicle control apparatus according to the first embodiment of the present invention. Here, three operation modes are mainly provided, and they are suitably used based on the driving state of the vehicle.

  First, during low vehicle speed traveling including vehicle start or low load traveling, traveling by the motor 15 (motor traveling) is performed as shown in FIG. When the motor is running, the clutch 14 is released to disconnect the engine and transmission from the wheel drive shaft, thereby avoiding friction loss due to engine rotation.

  Next, during high vehicle speed traveling or high load traveling where the required output cannot be satisfied only by the motor output, traveling by the engine 11 (engine traveling) is performed as shown in FIG. In this case, traveling (engine + motor traveling) may be performed with the driving force of both the engine 11 and the motor 15. When the engine is running, the clutch 14 is engaged to connect the engine and the wheel drive shaft, and the output of the engine 11 is transmitted to the drive shaft. Further, when the engine and the motor are running, the outputs of the engine 11 and the motor 15 are transmitted to the drive shaft.

  When there is a deceleration request from the driver (for example, the brake switch is turned on), deceleration regeneration control by the motor 15 is performed as shown in FIG. At this time, the engine 11 is stopped and the clutch 14 is released to avoid friction loss due to engine rotation.

  Next, an engine start control method during deceleration regeneration when the hybrid vehicle control device according to the first embodiment is used will be described with reference to FIGS.

  FIG. 4 is a diagram showing the relationship between the vehicle speed during deceleration regeneration and the engine start method in the hybrid vehicle control apparatus according to Embodiment 1 of the present invention. During deceleration regeneration of the vehicle shown in FIG. 3c), the clutch 14 is released and the engine is stopped. At that time, if there is an acceleration (output) request from the driver, it is necessary to carry out the motor running shown in FIG. 3a) or the engine running shown in FIG. 3b). In particular, when the required output is large, the engine running shown in FIG. 3b) is required. When shifting from deceleration regeneration to engine running, it is necessary to start the engine 11 and connect the clutch 14.

In FIG. 4, the engine starting method is changed depending on whether the vehicle speed V during deceleration regeneration is higher or lower than a predetermined vehicle speed threshold value (V _T ). Specifically, when V is higher than V _T , the engine is started based on the brake switch signal B. That is, the engine start is started when the driver releases the brake (B = 0). On the other hand, when V is lower than V _T , the engine is started based on the accelerator opening signal A. That is, the engine is started when the driver depresses the accelerator and the accelerator opening signal A reaches a predetermined accelerator opening (A _T ). Here, _AT is an opening corresponding to the play of the accelerator pedal.

  FIG. 5 is a flowchart showing engine start control contents from deceleration regeneration in the hybrid vehicle control apparatus according to Embodiment 1 of the present invention. The control contents shown in FIG. 5 are repeatedly executed at a predetermined cycle by VCU1.

  In step S501, the VCU 1 determines whether or not the vehicle is decelerating from the brake switch 7, the accelerator opening sensor 6 signal, and the like. If it is determined that the vehicle is not decelerating, the process ends without performing a series of deceleration regeneration and engine start control. If it is determined in step S501 that the vehicle is decelerating, the process proceeds to step S502.

  In step S502, it is determined whether or not the engine 11 is disconnected from the drive shaft by the clutch 14. If it is determined that the engine is being disconnected, the process proceeds to step S503. On the other hand, if it is determined in step S502 that the engine is not being disconnected, engine stop control (fuel injection stop) is performed in step S504, and then clutch disconnection control is performed in step S505. In step S503, the current vehicle speed V is read, and the process proceeds to step S506.

In step S506, determines whether or not higher than a predetermined vehicle speed V _T which current vehicle speed V is set in advance. If it is determined that V is higher than V _T , the process proceeds to step S507, and the brake switch signal B is read. Thereafter, the process proceeds to step S508 to determine whether or not the brake switch signal B is 0 (whether the brake is released). When it is determined that the brake is not released (B = 1), the control is terminated without performing the engine start control. If it is determined in step S508 that the brake is released (B = 0), the process proceeds to step S509, engine start control is performed, and clutch engagement control is performed in step S510 thereafter, and a series of controls is performed. Exit.

If it is determined in step S506 that V is lower than V _T , the process proceeds to step S511, and the accelerator opening signal A is read. Thereafter, the process proceeds to step S512, and it is determined whether or not the accelerator opening signal A is higher than the accelerator pedal play amount _AT . If it is determined that the accelerator is not depressed (A <A _T ), the engine start control is not performed and the control is terminated. If it is determined in step S512 that the accelerator is depressed (A ≧ A _T ), the process proceeds to step S509, engine start control is performed, and clutch engagement control is performed in subsequent step S510. Exit.

FIG. 6 shows a time chart of engine start control from deceleration regeneration by the hybrid vehicle control apparatus according to Embodiment 1 of the present invention. From the top in FIG. 6, the vehicle speed, brake switch, accelerator opening, engine speed, engine output, and motor output over time are shown. In FIG. 6, the vehicle speed at the time when the brake switch is off (B = 0) is low (V <V _T ), and the vehicle speed at the right when the brake switch is off (B = 0). Is high (V ≧ V _T ).

First, when the vehicle speed is low (V <V _T ), when the driver steps on the brake and the vehicle is decelerating, the clutch 14 is released to stop the engine 11 and the motor 15 is negative. Regeneration (power generation) is performed while decelerating the vehicle by outputting. Thereafter, the driver releases the brake and the brake switch is turned off. However, since the vehicle speed at that time is lower than V _T , the engine is not started at this time (see FIG. 4). Following the brake operation, when the driver depresses the accelerator and the accelerator opening exceeds _AT , the engine starts.

  Since engine start control and clutch engagement control require a certain amount of time, there will be a time delay between when the accelerator is depressed and when the engine starts to output. (Output) Requests can be satisfied. After the engine starts output, vehicle acceleration is performed by engine output or engine + motor output. In this way, when the vehicle speed during deceleration is relatively low, the vehicle running resistance is small and the output required during acceleration is small, so that the time delay of the engine output can be compensated by the motor.

On the other hand, when the vehicle speed is high (V ≧ V _T ), when the driver depresses the brake and the vehicle is decelerating, the clutch 14 is similarly released to stop the engine 11 and the motor 15 Regeneration (power generation) is carried out while decelerating the vehicle by producing a negative output. Thereafter, when the driver releases the brake and the brake switch is turned off, the vehicle speed at that time is higher than V _T , so that the engine is started (see FIG. 4). Following the brake operation, the driver depresses the accelerator. At that time, the engine has already been started, and the vehicle can be driven by the output of the engine and motor from the beginning of acceleration. Thus, when the vehicle speed during deceleration is relatively high, the vehicle running resistance is large and the output required during acceleration is large. Therefore, the engine can be started prior to the accelerator operation and engine output can be obtained from the beginning of acceleration. By preparing for this, the driver's acceleration request can be satisfied.

  As described above, according to the first embodiment, at the time of deceleration regeneration, by changing the engine start control method based on the vehicle speed, unnecessary engine start in the low vehicle speed range is avoided, and engine friction loss is reduced. While reducing, it becomes possible to satisfy the acceleration demand of the driver in the high vehicle speed range.

[Example 2]
Next, the configuration and operation of the control apparatus for a hybrid vehicle according to the second embodiment of the present invention will be described with reference to FIGS. The configuration of a system in which the hybrid vehicle control apparatus according to the second embodiment is applied to a parallel hybrid vehicle is the same as that shown in FIG. A system block diagram showing the configuration of the hybrid vehicle control device according to the second embodiment is the same as that shown in FIG. 2, and the operation mode of the hybrid vehicle is the same as that shown in FIG.

  The second embodiment is characterized in that the starting condition of the engine 11 is variable not only according to the vehicle speed but also according to the remaining amount of the battery 17 that supplies power to the motor 15.

FIG. 7 is a diagram illustrating the relationship of the engine start method with respect to the vehicle speed V and the remaining battery charge SOC during deceleration regeneration in the hybrid vehicle control apparatus according to the second embodiment. Here, whether or not the vehicle speed V during deceleration regeneration is higher than the predetermined vehicle speed threshold value V _T , and the remaining battery level SOC during deceleration regeneration is equal to the predetermined battery remaining level threshold value SOC _T. The engine starting method is changed depending on whether the value is higher than or not. Specifically, when V is higher than V _T , the engine is started based on the brake switch signal B. That is, the engine start is started when the driver releases the brake (B = 0).

On the other hand, when V is lower than V _T , the engine start method is changed based on the SOC. If the SOC is lower than SOC _T , the engine starts when the driver releases the brake (B = 0). If the SOC is higher than SOC _T , the engine is started based on the accelerator opening signal A. Perform start-up. Specifically, the engine is started when the driver depresses the accelerator and the accelerator opening signal A reaches a predetermined accelerator opening (A _T ). Here, _AT is the accelerator opening corresponding to the play of the accelerator pedal.

  FIG. 8 is a flowchart showing engine start control contents from deceleration regeneration in the hybrid vehicle control apparatus according to Embodiment 2 of the present invention. The control contents shown in FIG. 8 are repeatedly executed at a predetermined cycle by VCU1.

  In step S801, the VCU 1 determines whether or not the vehicle is currently decelerating from the brake switch 7, the accelerator opening sensor 6 signal, and the like. If it is determined that the vehicle is not decelerating, the control is terminated without performing a series of deceleration regeneration and engine start control. If it is determined in step S801 that the vehicle is decelerating, the process proceeds to step S802.

  In step S802, it is determined whether or not the engine 11 is disconnected from the drive shaft by the clutch 14. If it is determined that the engine is being disconnected, the process proceeds to step S803. In contrast, if it is determined in step S802 that the engine is not being disconnected, engine stop control (fuel injection stop) is performed in step S804, and then clutch disconnection control is performed in step S805. The current vehicle speed V is read, and the process proceeds to step S806.

In step S806, it reads the current battery remaining amount SOC, at the next step S807, determines whether or not higher than a predetermined vehicle speed V _T which current vehicle speed V is set in advance. If it is determined that V is higher than V _T , the process proceeds to step S808, and the brake switch signal B is read. Thereafter, the process proceeds to step S809 to determine whether or not the brake switch signal B is 0 (that is, whether or not the brake is released). When it is determined that the brake is not released (B = 1), the control is terminated without performing the engine start control. In step S809, if it is determined that the brake is released (B = 0), the process proceeds to step S810, engine start control is performed, and then clutch engagement control is performed in step S811, and a series of controls are performed. finish.

On the other hand, if it is determined in step S807 that V is lower than V _T , the process proceeds to step S812, and whether the current battery remaining SOC is higher than a predetermined predetermined battery remaining SOC _T Determine whether or not. If the SOC is judged to be lower than the SOC _T, the process proceeds to step S808, thereafter to perform the same control as described above. If it is determined in step S812 that the SOC is higher than SOC _T , the process proceeds to step S813, the accelerator opening signal A is read, and the process proceeds to step S814, where the accelerator opening signal A is obtained from the accelerator pedal play amount A _T. It is determined whether or not it is too high. If it is determined that the accelerator is not depressed (A <A _T ), the engine start control is not performed and the control is terminated. If it is determined in step S814 that the accelerator is depressed (A ≧ A _T ), the process proceeds to step S810, engine start control is performed, and clutch engagement control is performed in the next step S811. End the control.

FIG. 9 shows a time chart of engine start control from deceleration regeneration by the hybrid vehicle control apparatus according to Embodiment 2 of the present invention. From the top in FIG. 9, vehicle speed, remaining battery capacity, brake switch, accelerator opening, engine speed, engine output, and motor output over time are shown. When the remaining battery level is high when the brake switch is turned off (B = 0) on the left in FIG. 9 (SOC ≧ SOC _T ) (point M in FIG. 7), the brake switch is turned off on the right (B = 0) when the remaining battery level is low (SOC <SOC _T ) (point N in FIG. 7). Both assume that the vehicle speed is low (V <V _T ) when the brake switch is turned off (B = 0).

First, when the battery level is high (SOC ≧ SOC _T ), when the driver steps on the brake and the vehicle is decelerating, the clutch 14 is released to stop the engine 11 and the motor 15 has a negative output. By carrying out, regeneration (power generation) is carried out while decelerating the vehicle. Then, the driver releases the brake, the brake switch is turned off, the battery remaining amount at that time is higher than SOC _T, does not perform starting of the engine at this time (see FIG. 7).

Following the brake operation, when the driver depresses the accelerator and the accelerator opening exceeds _AT , the engine starts. Since engine start control and clutch engagement control require a certain amount of time, there will be a time delay between when the accelerator is depressed and when the engine starts to output. (Output) Requests can be satisfied. After the engine starts output, vehicle acceleration is performed by engine output or engine + motor output. Thus, when the remaining battery level during deceleration is relatively high, the motor can output for a long time, and the motor output can compensate for the time delay of the engine output.

On the other hand, when the remaining battery level is low (SOC <SOC _T ), when the driver depresses the brake and the vehicle is decelerating, the clutch 14 is similarly released to stop the engine 11, and the motor Regeneration (power generation) is carried out while decelerating the vehicle by the negative output of 15. Then, the driver releases the brake, the brake switch is turned off, the battery remaining amount at that time lower than SOC _T, starts an engine start (see FIG. 7).

  Following the brake operation, the driver depresses the accelerator. At that time, the engine start has already been substantially completed, and the vehicle can be driven by the output of the engine (and motor) from the beginning of acceleration. Thus, when the remaining battery level during deceleration is relatively low, the period during which the motor can output is limited. Therefore, the engine can be started prior to the accelerator operation, and engine output can be obtained from the early stage of acceleration. By preparing for this, the driver's acceleration request can be satisfied.

  As described above, according to the second embodiment, the engine can be appropriately operated even when the motor output cannot be sufficiently obtained by changing the engine starting method in consideration of the remaining battery level during the deceleration regeneration. It is possible to satisfy the acceleration requirement of the driver.

[Example 3]
Next, the configuration and operation of the hybrid vehicle control device according to Embodiment 3 of the present invention will be described with reference to FIGS. 10 to 16. The configuration of a system in which the hybrid vehicle control device according to the third embodiment is applied to a parallel hybrid vehicle is the same as that shown in FIG. The system block diagram showing the configuration of the hybrid vehicle control device according to the third embodiment is the same as that shown in FIG. 2, and the operation mode of the hybrid vehicle is the same as that shown in FIG. Further, in the hybrid vehicle control apparatus according to the third embodiment, the relationship of the engine starting method with respect to the vehicle speed and the remaining battery level during deceleration regeneration is the same as that in FIG.

  The third embodiment is characterized in that the engine start control, particularly, the control method of the starter 12 is changed based on the vehicle speed information during deceleration.

  FIG. 10 shows a configuration of a starter system in the third embodiment. The starter body 12 includes a starter motor 12a, a magnet switch 12b, a shift lever 12c, a pinion clutch 12d, a pinion gear 12e, and the like. The starter motor 12a and the magnet switch 12b are driven by controlling independent power relays (starter motor relay 21 and pinion relay 22) based on the output of the ECU 2. The starter motor 12a and the pinion gear 12e are connected on the same axis, and the pinion gear 12e rotates when the starter motor 12a rotates. When the magnet switch 12b is energized, the shift lever 12c is pushed out and the pinion gear 12e is connected to the ring gear 24 provided in the engine.

  The ECU 2 performs normal fuel injection, ignition, and air control (electronic control throttle) based on the engine request output from the VCU 1, and starts the engine based on the engine start (or stop) request from the VCU 1. The engine is started (or stopped) by the controller 2a. Specifically, the fuel injection control unit 2c performs fuel injection control when the engine is started, and performs fuel cut control when the engine is stopped. The starter control unit 2b performs engine cranking control by the starter 12 when the engine is started. When the engine is stopped, the engine is stopped (before the engine is completely stopped) based on the vehicle speed condition and the battery remaining condition. In addition, control (pre-mesh control) is performed in which the starter pinion gear 12e is connected in advance to the ring gear 24 on the engine side.

  As described above, immediately after the engine is stopped while the vehicle is decelerating (a period in which the engine is not completely stopped), when an acceleration request is input again and an attempt is made to start the engine, a predetermined rotational speed (for example, , 400rpm) or higher, the engine can be self-reliant by resuming combustion (combustion recovery), but at low speeds (for example, 400rpm or less), the engine must be self-reliant and resume operation. Therefore, engine cranking by a starter is required. In a normal starter, it is necessary to wait for the engine to stop once and then start a normal engine. Therefore, the time required to start the engine increases. However, the starter according to the third embodiment By the pre-mesh control, even when an engine start request is made when the engine speed is equal to or lower than a predetermined value (400 rpm), the engine can be started quickly.

  FIG. 11 shows the relationship between the engine speed at the starter pre-mesh control with respect to the vehicle speed at the start of deceleration (for example, when the brake is depressed by the driver) in the hybrid vehicle control apparatus according to the third embodiment.

When the vehicle speed at the start of deceleration (when the brake is depressed) is lower than the threshold value V _T (region where the engine is started based on the accelerator signal), the required output is supplemented by the motor output even during the engine start delay period. Therefore, starter pre-mesh control is not performed.

On the other hand, when the vehicle speed at the start of deceleration (when the brake is depressed) is higher than the threshold value V _T (region where the engine is started based on the brake signal), it is necessary to start the engine early. Therefore, starter pre-mesh control is implemented. Among them, the starter is further controlled so that the engine speed at the time of pre-meshing increases as the vehicle speed at the start of deceleration increases. Specifically, for example, as the vehicle speed at the start of deceleration becomes higher, the rotation speed of the starter motor is increased by increasing the duty ratio during starter motor control. By using the starter control method in the third embodiment, the engine start time is further shortened by pre-mesh control at high revolutions at high vehicle speeds, and the noise at the time of pre-mesh is reduced by pre-mesh control at low revolutions at low vehicle speeds. Can do.

  FIG. 12 shows the relationship of the engine speed during starter pre-mesh control with respect to the remaining battery level when deceleration is started (for example, when the brake is depressed by the driver) in the hybrid vehicle control apparatus according to the third embodiment.

  The starter is controlled so that the engine speed during pre-mesh increases as the remaining battery level at the start of deceleration decreases. Specifically, for example, as the remaining battery level at the start of deceleration decreases, the rotation speed of the starter motor is increased by increasing the duty ratio during starter motor control. With the starter control method according to the third embodiment, when the remaining battery level is low, that is, when the vehicle cannot be accelerated by the motor, the engine start time can be shortened by pre-mesh control at a high speed.

  In the present embodiment, the higher one of the required pre-mesh control speed based on the vehicle speed (FIG. 11) and the required pre-mesh control speed based on the remaining battery level (FIG. 12) is selected as the pre-mesh control speed. Thus, acceleration performance can be ensured even at high vehicle speeds or when the remaining battery level is low.

  FIG. 13 shows that in the hybrid vehicle control apparatus according to the third embodiment, the engine cannot be recovered by combustion during deceleration regeneration (the engine speed is 400 rpm or less), and the engine speed is not 0 (completely stopped). It is a figure showing the relation of engine start start number of rotations with respect to vehicle speed when an engine start demand enters in a state). As described with reference to FIG. 11, whether to perform the pre-mesh control and the engine speed at which the pre-mesh control is performed are determined according to the vehicle speed at the start of deceleration. That is, the engine speed at which the engine can be started depends on the engine speed at which the pre-mesh control is performed.

  FIG. 14 shows that the engine cannot be recovered by combustion during deceleration regeneration in the hybrid vehicle control apparatus according to the third embodiment (the engine speed is 400 rpm or less) and the engine speed is not 0 (completely stopped). FIG. 6 is a diagram showing the relationship between the engine start start speed and the remaining battery capacity when an engine start request is input during a (not) state. The engine speed at which the engine can be started depends on the engine speed at which the pre-mesh control is performed.

  FIG. 15 is a flowchart showing engine start control contents from deceleration regeneration in the hybrid vehicle control apparatus according to the third embodiment. The control contents shown in FIG. 13 are repeatedly executed at a predetermined cycle by VCU1.

  In step S1201, the VCU 1 determines whether the vehicle is currently decelerating from the brake switch 7, the accelerator opening sensor 6 signal, and the like. If it is determined that the vehicle is not decelerating, the control is terminated without performing a series of deceleration regeneration and engine start control.

  If it is determined in step S1201 that the vehicle is decelerating, the process proceeds to step S1202, and it is determined whether or not the engine 11 is disconnected from the drive shaft by the clutch 14. If it is determined that the engine is being disconnected, the process proceeds to step S1203.

  If it is determined in step S1202 that the engine is not disengaged, engine stop control (fuel injection stop) is performed in step S1204, and then clutch disengagement control is performed in step S1205. In the next step S1206, the current vehicle speed V and the remaining battery charge SOC are read, and in step S1207, the vehicle speed and the vehicle speed are determined using the map (the map shown in FIGS. 11 and 13) stored in the ECU 2 in advance. An engine speed (pre-mesh speed Np) for performing pre-mesh control is calculated from the remaining battery capacity. Specifically, the higher one of the pre-mesh rotational speed calculated from the vehicle speed (FIG. 11) and the pre-mesh rotational speed calculated from the remaining battery level (FIG. 13) is selected as the pre-mesh rotational speed. In step S1208, in order to prepare for pre-meshing, pre-rotation of the starter pinion is started, and then the process proceeds to step S1203.

  In step S1203, it is determined whether starter pre-mesh control is complete. If pre-mesh control is complete, the process advances to step S1209. If the pre-mesh control has not been completed, the process proceeds to step S1210, the current engine speed Ne is read, and the process proceeds to step S1211, where the current engine speed Ne is equal to or less than the pre-mesh speed Np calculated in step S1207. Determine whether or not. If Ne is greater than Np, the process proceeds to step S1209 without performing pre-mesh control. On the other hand, if Ne is less than or equal to Np, after performing pre-mesh control in step S1212, the process proceeds to step S1209.

In step S1209, the current vehicle speed V is read, and in the next step S1213, the current remaining battery charge SOC is read. Thereafter, in step S1214, determines whether or not higher than a predetermined vehicle speed V _T which current vehicle speed V is set in advance. If it is determined that V is higher than V _T , the process proceeds to step S1215, the brake switch signal B is read, and the process proceeds to step S1216.

  In step S1216, it is determined whether or not the brake switch signal B is 0 (that is, whether or not the brake is released). When it is determined that the brake is not released (B = 1), the control is terminated without performing the engine start control. On the other hand, if it is determined in step S1216 that the brake is released (B = 0), the process proceeds to step S1217. In step S1217, it is determined whether or not the current Ne is the engine speed at which engine combustion recovery is possible (≧ 400 rpm). If it is determined in step S1217 that combustion recovery is possible (Ne ≧ 400 rpm), fuel injection control for engine start is performed in step S1218, and clutch engagement control is performed in the next step S1219. End control.

  If it is determined in step S1217 that combustion recovery is impossible (Ne <400 rpm), it is determined in step S1220 whether the engine is stopped (Ne = 0). If the engine is stopped, the process proceeds to step S1221, and after performing cranking control by the starter, fuel injection control for engine start is performed in S1218, clutch engagement control is performed in step S1219, A series of control ends.

  On the other hand, if it is determined in step S1220 that the engine is not stopped (0 <Ne <400 rpm), the process proceeds to step S1222, and it is determined whether the pre-mesh control of the starter is completed. If the starter pre-mesh control is not completed, the series of control is terminated without starting the engine.

  If it is determined in step S1222 that the starter pre-mesh control has been completed, the process proceeds to step S1221, and after performing cranking control by the starter, fuel injection control for engine start in step S1218, and thereafter The clutch engagement control in step S1219 is performed and a series of control is terminated.

If it is determined in step S1214 that V is lower than V _T , the process proceeds to step S1223, and it is determined whether or not the current battery remaining amount SOC is higher than a predetermined predetermined battery remaining amount SOC _T. .

In step S1223, if the SOC is judged to be lower than the SOC _T, the process proceeds to step S1215, thereafter carrying out the same control as described above. In contrast, in step S1223, if the SOC is judged to be higher than the SOC _T, the process proceeds to step S1224, reads the accelerator opening signal A, the process proceeds to the next step S1225.

In step S1225, it is determined whether or not the accelerator opening signal A is higher than the accelerator pedal play amount _AT . If it is determined that the accelerator is not depressed (A <A _T ), the engine start control is not performed and the control is terminated. On the other hand, if it is determined in step S1225 that the accelerator is depressed (A ≧ A _T ), the process proceeds to step S1217, and thereafter, the same control as described above is performed.

FIG. 16 shows a time chart of engine start control from deceleration regeneration by the hybrid vehicle control apparatus according to Embodiment 3 of the present invention. From the top in FIG. 14, the vehicle speed, the brake switch, the accelerator opening, the engine speed, the clutch state, the engine output, and the motor output over time are shown. Further, the starter pinion rotational speed is also shown by a broken line in the above-mentioned engine rotational speed time chart. When the vehicle speed V at the start of deceleration (the brake switch is turned on (B = 1)) is higher than V _T but relatively low (V = V _C : see FIG. 11) in FIG. Similarly, the right side shows the time when the vehicle speed V is relatively high (V = V _D : see FIG. 11) when deceleration starts (the brake switch is turned on (B = 1)). Both conditions assume a case where the remaining battery charge SOC is sufficiently large.

First, when the vehicle speed V is low (V = V _C ), when the driver steps on the brake and the vehicle starts to decelerate, the engine is stopped and the clutch is released. At this time, the starter pinion is pre-rotated, the pinion rotational speed is matched with the rotational speed of the engine being stopped, and pre-mesh control is performed when the predetermined engine rotational speed (pre-mesh rotational speed) is reached. In this case, the pre-mesh rotational speed is set relatively low in order to reduce noise during pre-meshing.

  Before the engine rotation completely stops and at an engine speed at which combustion recovery is not possible, the brake is turned off and an engine start request is issued. Therefore, after the pre-mesh control is completed, the engine is started by the starter immediately. Since the pre-mesh rotation speed is set low, there will be a slight delay from when the accelerator is depressed until the engine starts to output, but if the vehicle speed is low, the acceleration during that time will be output by the motor. Can be supplemented.

On the other hand, when the vehicle speed V is high (V = V _D ), when the driver steps on the brake and the vehicle starts to decelerate, the engine is stopped and the clutch is released. At this time, similarly, the starter pinion is pre-rotated, the pinion rotation speed is matched with the rotation speed of the engine that is being stopped, and pre-mesh control is performed when the predetermined engine rotation speed (pre-mesh rotation speed) is reached. In this case, the pre-mesh rotational speed is set relatively high in order to shorten the engine start time.

  Before the engine rotation completely stops and at an engine speed at which combustion recovery is not possible, the brake is turned off and an engine start request is issued. Therefore, after the pre-mesh control is completed, the engine is started by the starter immediately. Since the pre-mesh rotational speed is set high, there is a short time delay from when the accelerator is depressed until the engine starts to output, and it is possible to obtain engine output immediately.

In the third embodiment, when the vehicle speed at the start of deceleration (when the brake is depressed) is lower than the threshold value V _T (in the region where the engine is started based on the accelerator signal), the motor output is applied even during the engine start delay period. Since it is possible to compensate for the required output, the pre-mesh control of the starter is not carried out, but even in that case, by carrying out the pre-mesh at a very low rotation (for example, 20 rpm or less) just before the engine stops. The noise when the pinion and the engine are bitten may be reduced.

  As described above, according to the third embodiment, at the time of deceleration regeneration, the starter control method (pre-mesh rotation speed) is changed based on the vehicle speed, specifically, further reduction of the engine start time is required. By increasing the pre-mesh rotational speed under high vehicle speed conditions, and by setting the pre-mesh rotational speed low under low vehicle speed conditions where further quietness of the vehicle is required, the driver is secured while ensuring the quietness of the vehicle. It is possible to satisfy the acceleration demands.

DESCRIPTION OF SYMBOLS 1 ... Vehicle control unit (VCU), 1a ... Input circuit, 1b ... Input / output port, 1c ... RAM, 1d ... ROM, 1e ... CPU, 1f ... Engine control part, 1g ... Motor control part, 1h ... Battery control part, 1i ... clutch control unit, 1j ... transmission control unit,
2 ... Engine control unit (ECU), 2a ... Engine start control unit, 2b ... Starter control unit, 2c ... Fuel injection control unit,
3 ... Transmission control unit (TCU), 4 ... Battery control unit (BCU), 5 ... Motor control unit (MCU), 6 ... Accelerator opening sensor, 7 ... Brake switch, 8 ... Vehicle speed sensor, 9 ... Battery voltage Sensor, 10 ... Crank angle sensor, 11 ... Engine,
12 ... Starter, 12a ... Starter motor, 12b ... Magnet switch, 12c ... Shift lever, 12d ... Pinion clutch, 12e ... Pinion gear,
13 ... Transmission, 14 ... Clutch, 15 ... Motor, 16 ... Inverter, 17 ... Battery, 18 ... Wheel, 19 ... Reduction gear,
20 ... Pinion rotation sensor, 21 ... Starter motor relay, 22 ... Pinion relay, 23 ... Starter battery, 24 ... Ring gear

Claims (17)

In a hybrid vehicle having an engine and a motor as a power source and capable of performing regeneration by the motor by stopping the engine during deceleration of the vehicle,
Using the vehicle speed during deceleration of the vehicle or the remaining battery level of the secondary battery for supplying power to the motor as a determination index, the start timing of the stopped engine is started based on the start timing based on the brake release operation or the accelerator operation A hybrid vehicle control device that switches to timing . In the hybrid vehicle control device according to claim 1,
A hybrid vehicle control device that starts an engine based on a brake release operation when a vehicle speed during deceleration of the vehicle is higher than a predetermined vehicle speed threshold value. In the hybrid vehicle control device according to claim 1,
A hybrid vehicle control device that starts an engine based on an accelerator operation when a vehicle speed during deceleration of the vehicle is lower than a predetermined vehicle speed threshold. In the hybrid vehicle control device according to claim 1,
An engine is started based on a brake release operation when the remaining battery level of the secondary battery during deceleration of the vehicle is lower than a predetermined battery level threshold. Control device. In the hybrid vehicle control device according to claim 4,
Control of a hybrid vehicle, wherein an engine is started based on an accelerator operation when the remaining battery level of the secondary battery during deceleration of the vehicle is higher than a predetermined battery level threshold apparatus. In the hybrid vehicle control device according to claim 1,
When the vehicle speed during deceleration of the vehicle is higher than a predetermined vehicle speed threshold value, or when the remaining battery level of the secondary battery is lower than the predetermined battery level threshold value, the brake release operation is performed. A control device for a hybrid vehicle, characterized in that the engine is started based on the start. In the hybrid vehicle control device according to claim 6,
A case where the vehicle speed during deceleration of the vehicle is lower than a predetermined vehicle speed threshold, when the battery remaining amount of the secondary battery is higher than a predetermined battery level threshold, the accelerator operation A control device for a hybrid vehicle, characterized in that the engine is started based on the start. The hybrid vehicle control device according to claim 1, 2, or 6,
A hybrid vehicle control device comprising a starter for cranking the engine, and changing a starter driving method according to a vehicle speed and an engine speed when the engine is started. In the hybrid vehicle control device according to claim 8,
When carrying out the start-up of the engine, when the rotational speed of the engine is within a predetermined range of low rotational non-zero, depending on the vehicle speed is high, at the time of starting the cranking of the engine A control apparatus for a hybrid vehicle, wherein the starter is controlled so that the engine speed increases. In the hybrid vehicle control device according to claim 9,
When stopping the engine during deceleration of the vehicle, the engine is a pinion of the starter conducted pre mesh control to bitten engine before stopping completely, and the vehicle speed at the start of the deceleration is in response to the higher control apparatus for a hybrid vehicle, wherein the controller controls the said starter so that the engine speed becomes higher to carry out the pre-mesh. In the hybrid vehicle control device according to claim 1, 4 or 6,
Characterized by comprising a starter for cranking starting the engine, when implementing the start of the engine, according to the rotation speed of the remaining battery level and the engine of the secondary battery, it changes the driving method of the starter A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 11,
Wherein when performing the engine start, when the rotational speed of the engine is within a predetermined range of low rotational non-zero, depending on the battery remaining amount of the secondary battery at the time of the engine start is lower, the control apparatus for a hybrid vehicle and controls the starter such that the rotational speed of the engine at the time of starting the cranking of the engine is increased. In the hybrid vehicle control device according to claim 12,
When the engine is stopped during deceleration of the vehicle, the starter is controlled so as to implement a pre-mesh that engages the starter pinion with the engine before the engine is completely stopped, and the deceleration depending on the battery remaining amount of the secondary battery at the start is low, the control device for a hybrid vehicle and controls the starter such that the rotational speed of the engine to carry out the pre-mesh increases. A vehicle control device that switches a start timing of a stopped engine to a start timing based on a brake release operation or a start timing based on an accelerator operation, using a vehicle speed during deceleration of the vehicle as a determination index,
When stopping the engine to start deceleration of the vehicle, when the vehicle speed at the start of the deceleration is higher than a predetermined vehicle speed threshold, the pinion of starter before the engine is completely stopped the controls the starter to perform a pre-mesh to meshed with the engine, in accordance with the vehicle speed at the start of the deceleration is higher, said as the engine speed to carry out the pre-mesh increases While controlling the starter
If in the deceleration, the vehicle speed when releasing the brake is determined to be higher than the predetermined said vehicle speed threshold, when to start the startup of the engine, and starting the engine, the engine speed If there is within a predetermined range of low rotational non-zero, depending on the vehicle speed at the time of release operation of the brake is increased, the engine rotational speed is high at the time of starting the cranking of the engine the vehicles of the control device shall be the control means controls the starter so. A vehicle control device that switches a start timing of a stopped engine to a start timing based on a brake release operation or a start timing based on an accelerator operation, using the remaining battery level of the secondary battery at the start of deceleration of the vehicle as a determination index. ,
When the vehicle is decelerated and the engine is stopped, the engine is completely stopped if the remaining battery level of the secondary battery at the start of the deceleration is lower than a predetermined battery level threshold. with the pinion of starter controls the starter to perform a pre-mesh to bitten engine before the battery remaining amount of the secondary battery at the start of the deceleration in response to lower, the pre When the starter is controlled so as to increase the engine speed at which meshing is performed, and when the brake is released during the deceleration, the battery level of the secondary battery is lower than a predetermined battery level threshold to, on the basis of the brake releasing operation to start the start-up of the engine, and when starting the engine, when the engine speed is within a predetermined range of low rotational non-zero, the Battery level of the secondary battery at the time of rake releasing operation in response to decreases, and wherein the controller controls the said starter so that the engine rotational speed is high at the time of starting the cranking of the engine be that vehicles of the control device. A vehicle control device that switches a start timing of a stopped engine to a start timing based on a brake release operation or a start timing based on an accelerator operation using the vehicle speed during deceleration of the vehicle or the remaining battery level of the secondary battery as a determination index. And
When stopping the engine by starting the deceleration, when the vehicle speed at the start of the deceleration is higher than a predetermined vehicle speed threshold, the engine pinion starter before the engine is completely stopped It controls the starter to perform a pre-mesh to meshed, depending on said vehicle speed at the start of deceleration is increased, or the battery remaining quantity of the secondary battery at the start of the deceleration is lower The starter is controlled so that the engine speed for performing the pre-mesh is increased, and the vehicle speed when the brake is released during the deceleration is higher than a predetermined vehicle speed threshold, or the two If the battery remaining amount of the next cell is lower than a predetermined battery level threshold, to start the engine start based on the release operation of the brake, and when starting the engine Wherein when the engine speed is within a predetermined range of low rotational non-zero, the vehicle speed is high at the time of releasing operation the brake, or the battery remaining amount of the secondary battery becomes lower, depending on, vehicles of the control device shall be the controls said starter said as engine speed becomes high at the time of starting the cranking of the engine. A vehicle control device that switches a start timing of a stopped engine to a start timing based on a brake release operation or a start timing based on an accelerator operation, using a vehicle speed during deceleration of the vehicle as a determination index,
When stopping the engine by starting the deceleration, the vehicle speed at the start of the deceleration is lower than a predetermined vehicle speed value, the remaining battery level of either One secondary battery than a predetermined battery level threshold when high, the engine is a pinion starter controls the starter so as to bitten engine after stopping completely, and during the deceleration, the vehicle speed the vehicle speed is predetermined at the time of releasing the brake If lower, and the battery remaining amount of the secondary battery is higher than a predetermined remaining battery level threshold, vehicles controller you comprises carrying out the start-up of the engine based on an accelerator operation .

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