DE112012003475B4 - Hybrid Vehicle Control Device - Google Patents

Abstract

A control device for a hybrid vehicle which includes an engine (11) and a motor (15) as a power source and which can stop the engine (11) during deceleration of the hybrid vehicle and perform regeneration using the motor (15), wherein in a phase before an acceleration request for the hybrid vehicle, a start timing of the stopped engine (11) is changed in accordance with a vehicle speed or with a remaining capacity of a secondary battery to supply electricity to the motor (15) during deceleration of the hybrid vehicle, the control device further including a starter ( 12) for performing cranking starting of the engine (11), wherein a method of driving the starter (12) is changed in accordance with a vehicle speed and with an engine speed when engine starting is performed, the starter (12) being controlled in the manner will, there ss an engine speed at the time of starting cranking of the engine (11) increases with a vehicle speed when the engine speed for starting the engine (11) is in a predetermined non-zero low-speed rotation range, wherein a pre-intervention control is executed to meshing a pinion of the starter (12) with the engine (11) before the engine (11) stops completely, and controlling the starter (12) such that an engine speed for executing the pre-engagement control with a vehicle speed at the time of starting deceleration increases when the engine (11) is stopped during deceleration of the hybrid vehicle.

Description

technical field

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

State of the art

In order to comply with vehicle fuel economy regulations, which are becoming stricter every year, the market for hybrid vehicles is growing, which has a great impact on improving fuel economy. A hybrid vehicle is provided with a motor and an engine as a power source, and is configured to drive the motor and/or the engine depending on the driving condition, thus enabling efficient driving. During deceleration, the engine is used as a generator to recover kinetic energy of the vehicle and charge a secondary battery (electrical storage device). Then, the vehicle is driven by the engine using this charged energy, thus reducing the fuel consumption of the vehicle. For the regeneration of kinetic power by the engine during deceleration, it is desirable that the engine is stopped (the engine is separated from a vehicle drive shaft by a clutch) to reduce friction loss due to engine rotation and to increase the amount of regenerated power . However, it takes time to direct engine power to the vehicle drive shaft when a driver issues a request for re-acceleration during regenerative deceleration, so the vehicle's acceleration response may deteriorate if the available engine power (eg. in case of shortage of the remaining capacity of the secondary battery) is not sufficient.

In order to solve the above problem, Patent Literature 1 discloses the invention, the need to start an engine depending on the current driver's request (output), e.g. B. from the degree of depression of the accelerator pedal, and a threshold value for the degree of depression of the accelerator pedal, which is a criterion for determining the starting / stopping of the engine, in accordance with the remaining capacity of the battery and the temperatures of the battery, the inverter and the motor to determine.

When the accelerator pedal of a hybrid vehicle equipped with an engine and a motor is turned off during the operation of the engine while driving, the engine usually shifts in the idling mode or stops for better fuel economy of the vehicle. In order to meet a driver's request for driving with preferred acceleration response, in addition to a normal driving mode that prioritizes fuel economy of the vehicle, a performance priority mode that enables driving during rapid output of power may be provided. In such a power-priority mode, even at the time of the accelerator pedal being turned off during running, the engine is controlled to operate at a relatively high speed corresponding to the vehicle speed to quickly output the power therefrom. If the internal combustion engine is operated at this time while being fueled to maintain such a relatively high speed, the fuel economy is greatly deteriorated and the remaining capacity of the battery is greatly reduced when the fuel supply is then stopped and motoring is performed by the motor becomes.

Patent Literature 2 has an object of suppressing a large decrease in the remaining capacity of an electric storage device such as a secondary battery of a hybrid vehicle while keeping fuel economy reasonable to some extent when the accelerator pedal of the hybrid vehicle is turned off during running in the power-priority mode. Patent Literature 2 discloses the invention configured so that the internal combustion engine, the electric power/power input/output means and an electric motor are controlled so that the internal combustion engine rotates at a lower limit speed while the supply of fuel is increased of the internal combustion engine is stopped and the vehicle is running by a required target drive power when the accelerator pedal is turned off during running in the power-priority mode if the detected vehicle speed is a predetermined vehicle speed or higher. If the detected vehicle speed is lower than the predetermined vehicle speed, the engine, the electric power/power input/output means and the electric motor are controlled in such a manner that the engine operates autonomously at the target lower limit speed and the vehicle operates by the required speed Target drive power runs. In addition, Patent Literature 4 discloses a method of controlling automatic shutdown of an engine upon stopping of the vehicle and automatic restart of the engine, wherein the engine shutdown and automatic restart are arranged such that only the fuel supply is switched off and on while maintaining the engine rotation using the generator/motor and energy storage of the hybrid vehicle . Patent Literature 5 discloses a method of controlling a hybrid vehicle drive in which an electric motor is provided to charge batteries during vehicle deceleration/coast operation and during regular running when the battery charge is low. Patent Literature 6 discloses a hybrid vehicle drive having a stand-by device for keeping an engine in a startable state when the brake is not operated. Finally, Patent Literature 7 discloses a motor/generator unit including a motor/generator configured to output and receive torque to and from rotary elements of a torque converter interposed between an engine and a transmission.

Hybrid vehicles have different power transmission paths between a combination drive mode for combining torques from their engine and their electric motor to generate drive power and a motor drive mode for generating drive power using only the electric motor. In this way, the control is so difficult that a shock easily occurs when a power transmission path is switched to change an operation mode. In addition, sufficient response cannot be obtained when the mode is changed while the power transmission path is temporarily disconnected if the accelerator pedal is manipulated during shifting. Thus, although the mode can be changed from the motor running mode to the combination running mode when necessary, such as when the storage capacity of the battery becomes short, the mode cannot be changed back from the combination running mode to the motor running mode. The mode change from the combination running mode is permitted only when the vehicle is running at a predetermined vehicle speed or more at which the engine does not stop and to a direct link running mode. When changing a mode from the combination running mode to the motor running mode is prohibited, the combination running mode at the time of low-speed running (including stopping) from which the running mode cannot be changed to the direct link running mode is maintained even after the battery has a predetermined has reached storage capacity, which means wasteful consumption of fuel.

With these circumstances as background, the patent literature has an object to change a running mode by switching a power transmission path while avoiding the occurrence of a shock and the deterioration in responsiveness. The disclosed invention is the use of a motor generator, which simultaneously plays a role as a generator, as an electric motor. In a combination running mode, the vehicle runs while charging a battery by regenerative control of the motor generator. There is provided a means for changing a mode during stopping, the means for switching a power transmission path for changing the running mode when the vehicle stops and if the storage capacity of the battery is a predetermined value or less, the means changing the mode from the Combination running mode changes to the motor running mode.

List of citations

patent literature

• Patent Literature 1: JP 2009 - 113 706 A
• Patent Literature 2: JP 2009 - 126 253 A
• Patent Literature 3: JP 2003 - 18 707 A
• Patent Literature 4: US 2010/0 145 562 A1
• Patent Literature 5: U.S. 6,307,277 B1
• Patent Literature 6: JP 2001 - 20 775 A
• Patent Literature 7: DE 100 15 681 A1

Summary of the Invention

Technical problem

In the case of a hybrid system (strong hybrid) equipped with a large motor with a sufficient output for the vehicle weight, the vehicle can be accelerated relatively easily by driving power from the motor, so that in the case of the conventional hybrid systems also described above, those of a Driver-requested acceleration can be achieved using the driving powers of the motor and the engine by controlling the engine stop/stopping in accordance with the driver's request (with the degree of depression of the accelerator pedal) and with the vehicle condition (remaining battery capacity).

However, in recent years, a hybrid system equipped with a small electrically powered device (motor) is attracting attention because of its low cost. Since the motor output in such a sys system is relatively small for the vehicle weight, if the engine starts after a request for acceleration is issued from a driver (after the accelerator pedal has been depressed). Especially at the time of high-speed running with a high running resistance, the output (required output) necessary for accelerating the vehicle is high, so the acceleration cannot be performed only by the output of the motor, so the power of the engine is necessary in the early stage to meet the acceleration requirement.

Immediately after deceleration begins and the engine stops (when the engine does not stop completely), an acceleration request may be issued again. In this case, to start the engine, the engine may autonomously resume operation due to combustion resumption (combustion recovery) when the rotation speed is a predetermined value (e.g., 400 ^rpm ) or more. However, the engine cannot resume operation autonomously, and the engine must be started using a motor or a starter when the rotation speed is low (e.g., 400 ^rpm or less). However, when a system uses a typical starter to start the engine, there is a need to restart the engine after the engine has been completely stopped, so starting the engine takes a long time, resulting in failure to meet the acceleration requirement for the engine vehicle leads.

In view of these problems, it is an object of the present invention to provide a control device for a hybrid vehicle including a hybrid system that also has a small motor output for the vehicle, which can meet a driver's acceleration request under any condition while improving the regeneration efficiency improved when the engine is turned off during deceleration.

the solution of the problem

To achieve the object, a hybrid vehicle control apparatus of the present invention is for a hybrid vehicle, characterized by the configuration described below according to claims 1, 10, 11, 12 and 13, wherein the hybrid vehicle includes an engine and a motor as a power source and that the engine can stop during deceleration of the vehicle and execution of regeneration using the motor. The start timing of the stopped engine is changed in accordance with a vehicle speed or with the remaining capacity of a secondary battery to supply electricity to the motor during deceleration of the vehicle. Particular embodiments are described in the dependent patent claims.

This has a feature that for a hybrid vehicle that includes an engine and a motor as a power source and that can stop the engine during deceleration of the vehicle and perform regeneration using the motor, a method for starting the engine in accordance with Vehicle information can be changed if the driver releases the brake during deceleration.

Such a configuration enables a method of starting the engine to be performed in accordance with the vehicle information at the time of the driver's brake manipulation, i. H. in a phase before the accelerator pedal manipulation (before a driver's acceleration request), whereby an appropriate acceleration performance in response to the driver's acceleration request can be obtained.

In another embodiment of the control device for a hybrid vehicle of the present invention, the engine is started in response to the brake manipulation when a vehicle speed at the time of the brake manipulation during deceleration is higher than a predetermined first threshold.

Such a configuration enables the engine starting to be performed in response to the driver's brake manipulation when the vehicle speed is high, i. That is, when a requested output from an acceleration request is high, so that the output from the engine at the time of issuing the driver's acceleration request (acceleration manipulation) can be obtained promptly to meet the driver's acceleration request.

In still another embodiment of the control device for a hybrid vehicle of the present invention, the hybrid vehicle further includes a secondary battery for supplying electricity to the motor. The engine is started in response to the brake manipulation when a vehicle speed at the time of the brake manipulation ulation during deceleration is higher than a predetermined first threshold or when the remaining battery capacity of the secondary battery at the time of brake manipulation during deceleration is lower than a second threshold.

Such a configuration enables the engine starting to be performed in response to the driver's brake manipulation in addition to the case of high vehicle speed when the remaining battery capacity of the secondary battery is low, i. That is, when the motor cannot apply sufficient output so that the output from the engine can be obtained promptly at the time of issuing the driver's acceleration request (acceleration manipulation) to meet the driver's acceleration request.

In another embodiment of the control device for a hybrid vehicle of the present invention, a starter for starting the engine is controlled such that an engine speed at the time of starting the engine increases with the vehicle speed when the engine speed is in a predetermined range other than zero is.

Such a configuration allows the engine speed at which cranking is to be performed by the starter to be changed in accordance with the vehicle speed even if an acceleration request is issued during the engine stop (when the engine does not stop completely), thereby increasing the Engine starting time can be shortened when the vehicle is running at high speed, and noise due to starter control (pre-intervention control) can be minimized when the vehicle is running at low speed.

Advantageous Effects of the Invention

The present invention starts an engine appropriately when a driver issues a re-acceleration request during regenerative deceleration and engine stop, whereby a driver's acceleration request can be satisfied while deterioration in fuel economy and quietness can be suppressed.

character list

• 1 12 is a configuration of a system including a control device for a hybrid vehicle, which is Embodiment 1 of the present invention applied to a parallel-type hybrid vehicle.
• 2 14 is a system block diagram showing the configuration of the control device for a hybrid vehicle, which is Embodiment 1 of the present invention.
• 3 FIG. 12 shows operations of a hybrid vehicle by the control device for a hybrid vehicle, which is Embodiment 1 of the present invention.
• 4 FIG. 14 shows a relationship between the vehicle speed and the engine starting method during the regeneration delay for the control device for a hybrid vehicle, which is Embodiment 1 of the present invention.
• 5 14 is a flowchart showing the engine start control from the regeneration delay by the control device for a hybrid vehicle which is Embodiment 1 of the present invention.
• 6 14 is a timing chart of engine start control from regeneration delay by the control device for a hybrid vehicle which is Embodiment 1 of the present invention.
• 7 12 shows a relationship of the engine starting method with respect to the vehicle speed and the remaining battery capacity during regeneration deceleration for a hybrid vehicle control apparatus which is Embodiment 2 of the present invention.
• 8th 14 is a flowchart showing the engine start control from the regeneration delay by the control device for a hybrid vehicle which is Embodiment 2 of the present invention.
• 9 14 is a timing chart of engine start control from regeneration delay by the control device for a hybrid vehicle which is Embodiment 2 of the present invention.
• 10 12 shows the configuration of a starter system in a control device for a hybrid vehicle, which is Embodiment 3 of the present invention.
• 11 12 shows a relationship of the engine speed during the starter pre-intervention control with respect to the vehicle speed for the control apparatus for a hybrid vehicle, which is Embodiment 3 of the present invention.
• 12 12 shows a relationship of the engine speed during the starter pre-intervention control with respect to the remaining battery capacity for the controller for hybrid driving which is Embodiment 3 of the present invention.
• 13 12 shows a relationship of the engine starting initial rotation speed with respect to the vehicle speed for the control device for a hybrid vehicle, which is Embodiment 3 of the present invention.
• 14 12 shows a relationship of the engine starting initial rotation speed with respect to the remaining battery capacity for the control device for a hybrid vehicle, which is Embodiment 3 of the present invention.
• 15 14 is a flowchart showing the engine start control from the regeneration delay by the control device for a hybrid vehicle, which is Embodiment 3 of the present invention.
• 16 14 is a timing chart of engine start control from regeneration delay by the control device for a hybrid vehicle which is Embodiment 3 of the present invention.

Reference List

1

vehicle control unit (VCU),

1a

input circuit,

1b

input/output connector,

1c

R.A.M,

1d

ROME,

1e

CPU,

1f

engine control unit,

1g

engine control unit,

1 hour

battery control unit,

1i

clutch control part,

1y

transmission control part,

2

engine control unit (ECU),

2a

engine start control part,

2 B

starter control unit,

2c

fuel injection control part,

3

Transmission Control Unit (TCU),

4

Battery Control Unit (BCU),

5

engine control unit (MCU),

6

accelerator pedal depression sensor,

7

brake switch,

8th

vehicle speed sensor,

9

battery voltage sensor,

10

crank angle sensor,

11

prime mover,

12

Starter,

12a

starter motor,

12b

magnetic switch,

12c

shifter,

12d

pinion clutch,

12e

pinion gear,

13

Transmission,

14

Coupling,

15

Engine,

16

inverter,

17

Battery,

18

Wheel,

19

reduction gear,

20

pinion rotation sensor,

21

starter motor relay,

22

pinion relay,

23

battery for starter,

24

ring gear

Description of Embodiments

Embodiments of the present invention are described below.

[Embodiment 1]

Based on 1 until 6 The following describes the configuration and operation of a control device for a hybrid vehicle, which is Embodiment 1 of the present invention.

1 12 is a configuration of a system including a control device for a hybrid vehicle, which is Embodiment 1 of the present invention applied to a parallel-type hybrid vehicle.

An engine 11 is a four-cylinder gasoline engine for automobiles based on spark ignition type combustion, and is provided with a starter 12 for starting the engine 11 . The engine 11 has a crankshaft provided with a crank angle sensor 10 to detect its rotation angle, the other end of which is connected to a transmission 13 . The transmission 13 is a continuously variable transmission having a gear ratio, an angular velocity of the off input shaft (vehicle drive shaft) with respect to an angular velocity of the input shaft (engine rotating shaft) can change continuously. A motor 15 is provided via a clutch 14 along the output shaft. The motor 15 is electrically connected to an inverter 16 to control the motor output and to a battery 17 to supply the inverter 16 with electricity. The battery 17 is provided with a battery voltage sensor 9 . The motor 15 is connected to a wheel 18 via a reduction gear 19 . The wheel 18 has a drive shaft provided with a vehicle speed sensor 8 .

Signals obtained from the vehicle speed sensor 8, the battery voltage sensor 9 and the crank angle sensor 10 are sent to a vehicle control unit (VCU) 1. FIG. Signals obtained from an accelerator pedal depression sensor 6 and a brake switch 7 are also sent to the VCU 1 . The accelerator pedal depression sensor 6 detects the stepping degree of the accelerator pedal, i. H. the accelerator pedal depression degree, and the brake switch 7 detects whether the brake pedal is being depressed.

The VCU 1 calculates a driver-required torque based on the output of the accelerator opening sensor 6 . That is, the accelerator opening sensor 6 is used as a required torque detection sensor to detect a torque required for the engine and the motor. The VCU 1 determines, based on the output of the brake switch 7, the presence or absence of a deceleration request from a driver. The VCU 1 calculates the residual electricity of the battery based on the output of the battery voltage sensor 9 . The VCU 1 calculates the engine speed based on the output of the crank angle sensor 10 . Then, based on the driver request and the vehicle operating condition obtained from the outputs of these various sensors, the VCU 1 calculates an optimal operation amount of each device such as an engine requested output, a motor requested output, a battery requested output , a requested gear ratio, and an amount of clutch operation.

The engine requested 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 requested output from the VCU 1. Although not shown, the ECU 2 more specifically controls fuel injection, ignition, a throttle valve and the starter 12. The calculated by the VCU 1 of the Engine requested output is sent to an engine control unit (MCU) 5 . The MCU 5 controls the inverter 16 (and the motor 15) based on the requested output from the VCU 1. The battery requested output calculated by the VCU 1 is sent to a battery control unit (BCU) 4 . The BCU 4 controls the battery 17 based on the requested output from the VCU 1 . The requested gear ratio calculated by the VCU 1 is sent to a transmission control unit (TCU) 3 . The TCU 3 controls the transmission 13 based on the requested gear ratio from the VCU 1. The clutch operation amount calculated by the VCU 1 is sent to the clutch 14 as a clutch drive signal.

In the structure of embodiment 1, the engine, transmission, clutch and motor are connected to the vehicle drive shaft in this order, which is a non-limiting example, as in the configuration in which the engine, clutch, motor and the transmission are connected to the vehicle drive shaft in that order, another configuration is possible as long as the engine can be disconnected from the vehicle drive shaft.

The internal configuration of the vehicle control unit (VCU) 1 in Embodiment 1 of the present invention is described below. 2 12 is a block diagram showing the configuration of the vehicle control unit (VCU) 1 system.

The 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 inputted to an input circuit 1a of the VCU1. The input signals are not limited to this. The thus inputted input signals from the sensors are sent to an input port in an input/output port 1b. The values sent to the input terminal 1b are stored in a RAM 1c and calculated by a CPU 1e. A control program, i. H. a description of the calculation, has been written in a ROM 1d in advance.

The values representing the operating amounts of the devices calculated in accordance with the control program are stored in the RAM 1c and are then sent to the output port in the input/output port 1b, whereupon they are sent to the appropriate devices via the appropriate output ports. The provided output parts are an engine control output part 1f, a motor control output part 1g, a battery control output part 1h, a clutch control output part li, and a transmission control output part Ij. The circuits of these output parts are connected to the ECU 2, to the MCU 5, to the BCU 4, to the clutch 14 or to the TCU 3. In the illustrated embodiment, the control units (the ECU 2, the MCU 5, the BCU 4 and the TCU 3) of the devices are provided separately from the VCU 1, which is a non-limiting embodiment, the control units of the devices being provided in the VCU 1 be able.

The VCU 1 determines whether the engine output is necessary based on the vehicle operating condition, and controls the timing for starting the engine 11. Specifically, during deceleration, the engine starting condition (the condition for starting the engine starting control) is changed in accordance with the vehicle speed information, thus enabling a driver's acceleration request to be met according to any condition.

In the following, the basic operation of a hybrid vehicle using the hybrid vehicle control device will be described. 3 FIG. 12 shows operation modes of a hybrid vehicle using the hybrid vehicle control device, which is Embodiment 1 of the present invention. This case mainly includes three modes that can be appropriately used depending on the operating condition of a vehicle.

First, during low vehicle speed running or during low load running including vehicle starting as in FIG 3A shown, running by the motor 15 (motor running) is performed. During motoring, the clutch 14 is open so that the engine and transmission are disconnected from the wheel drive shaft, avoiding friction loss due to engine drag torque.

Subsequently, during high vehicle speed travel or heavy load travel in which a requested output cannot be obtained only by the output of the engine, as in FIG 3B shown, running by the engine 11 (engine running) is performed. In this case, the running can be performed by driving powers from both the engine 11 and the motor 15 (engine and motor running). During engine travel, the clutch 14 is engaged to connect the engine and wheel drive shaft and thus transmit the output of the engine 11 to the drive shaft. During engine and motor travel, the output of the engine 11 and that of the motor 15 are transmitted to the drive shaft.

As in 3C 1, regenerative deceleration control is performed by the motor 15 when a driver issues a deceleration request (e.g., when a brake switch is turned on). At this time, the engine 11 is stopped and the clutch 14 is opened, thus avoiding friction loss due to the drag torque of the engine.

Based on 4 until 6 For example, a method of controlling engine starting during regeneration deceleration using the control device for a hybrid vehicle, which is Embodiment 1, will be described below.

4 FIG. 14 shows a relationship between the vehicle speed and the engine starting method during the regeneration delay for the control device for a hybrid vehicle, which is Embodiment 1 of the present invention. At the time of recovery delay of a vehicle which in 3C As shown, the clutch 14 is open and the engine is stopped. At this time, if a driver issues an acceleration request (output request), the in 3A Motor ride shown or the in 3B shown engine run are performed. In particular, the in 3B shown engine trip required when requested output is high. In order to switch from regenerative deceleration to engine travel, the engine 11 must be started and the clutch 14 must be connected.

In 4 For example, the vehicle speed V during regeneration deceleration is compared with a predetermined vehicle speed threshold value (V _T ) as to whether it is higher or lower than V _T , thereby changing a method of starting the engine. Specifically, based on a brake switch signal B, engine starting is performed when V is higher than V _T . That is, the engine start is started when the driver releases the brake (B=0). When V is lower than V _T , engine starting based on the accelerator opening signal A is issued leads. That is, engine starting is started after the driver depresses the accelerator pedal until the accelerator opening signal A reaches a predetermined accelerator opening (A _T ). Here, A _T denotes the degree of depression corresponding to a free play of the accelerator pedal.

5 14 is a flowchart showing the engine start control from the regeneration delay of the control device for a hybrid vehicle, which is Embodiment 1 of the present invention. In the 5 The control shown is repeatedly executed by the VCU 1 at a predetermined period.

In step S501, the VCU 1 determines whether the vehicle is in a decelerating state based on the signals from the brake switch 7, the accelerator opening sensor 6 and the like. If it is determined that the vehicle is not in a deceleration state, the procedure ends without executing any sequence of the regeneration deceleration and engine start control sequence. If it is determined in step S501 that the vehicle is in a decelerating state, the procedure goes to step S502.

In step S502, a determination is made as to whether the engine 11 is disconnected from the drive shaft by the clutch 14. If it is determined that the engine is disconnected, the procedure goes to step S503. When it is determined in step S502 that the engine is not disconnected, the engine stop control (fuel injection stop) is executed in step S504, and then the clutch disconnection control is executed in step S505. Subsequently, in step S503, the current vehicle speed V is read and the procedure advances to step S506.

In step S506, a determination is made as to whether the current vehicle speed V is higher than a predetermined vehicle speed V _T . If it is determined that V is higher than V _T , the procedure goes to step S507 where a brake switch signal B is read. The procedure then proceeds to step S508, where a determination is made as to whether the brake switch signal B is 0 (whether the brake is released). When it is determined that the brake is not released (B=1), control ends without executing engine start control. When it is determined in step S508 that the brake is released (B=0), the procedure goes to step S509 where engine start control is executed, and in subsequent step S510 clutch connection control is executed and a control sequence ends.

If it is determined in step S506 that V is lower than V _T , the procedure goes to step S511, where the accelerator opening signal A is read. Thereafter, the procedure advances to step S512, where a determination is made as to whether the accelerator opening signal A is higher than an accelerator pedal free play A _T . If it is determined that the accelerator pedal is not depressed (A < A _T ), control ends without executing engine start control. When it is determined in step S512 that the accelerator pedal is depressed (A ≥ A _T ), the procedure goes to step S509 where engine start control is executed, and in subsequent step S510 clutch connection control is executed and a control sequence ends.

6 14 is a timing chart of engine start control from regeneration delay by the control device for a hybrid vehicle which is Embodiment 1 of the present invention. In 6 1 shows, from top to bottom, changes over time in the vehicle speed, the brake switch, the accelerator depression degree, the engine speed, the engine output, and the motor output in this order. The left side in 6 shows the state where the vehicle speed is low (V < V _T ) when the brake switch is off (B = 0), and the right side shows the state where the vehicle speed is high (V ≥ V _T ) when the brake switch is off (B = 0).

First, for a low vehicle speed (V<V _T ), the clutch 14 is opened, the engine 11 is stopped, and the motor 15 performs a negative output so that the vehicle is decelerated during regeneration (generation of power) when the driver drives the Brake depressed and the vehicle is thus decelerated. If the driver then releases the brake pedal, the brake switch is turned off. Since the vehicle speed is lower than V _T at this time, engine starting is not performed (see 4 ). When the driver depresses the accelerator pedal after the braking operation and when the accelerator depression degree A exceeds _T , engine starting is started.

Since it takes a certain time for the engine start control and the clutch connection control to be executed, there occurs a time lag from when the accelerator pedal is depressed until the output from the engine starts. During the time the vehicle drives through the engine, so the acceleration request (Output requirement) of the driver can be satisfied. After the engine begins output, the vehicle is accelerated by the engine output or by the engine and motor output. In this way, the running resistance of the vehicle is small and the output required during deceleration is small, so that the time lag of the engine output can be compensated for by the motor when the vehicle speed is relatively low during deceleration.

On the other hand, for a high vehicle speed (V ≥ V _T ), the clutch 14 is similarly opened, the engine 11 is stopped and the motor 15 performs a negative output, thus decelerating the vehicle during regeneration (generation of power) when the driver drives the Brake depressed and the vehicle is thus decelerated. If the driver then releases the brake pedal, the brake switch is turned off. Since the vehicle speed is higher than V _T at this time, engine starting is started (see 4 ). At this time, when the driver depresses the accelerator pedal after the braking operation, the engine starting is completed, so that the vehicle can run by the output of the engine and the motor from the initial phase of acceleration. In this way, the running resistance of the vehicle is high and the output required during acceleration is high, so the engine is started before the accelerator pedal manipulation to prepare for the engine output that can be obtained from the initial phase of acceleration, with an acceleration request from the driver can be met when the vehicle speed is relatively high during deceleration.

As mentioned above, Embodiment 1 changes a method of controlling engine starting during regeneration deceleration in accordance with vehicle speed. Thereby, a friction loss of the engine can be reduced by avoiding the unnecessary engine starting in the low vehicle speed area, and a driver's acceleration request in the high vehicle speed area can be satisfied.

[Embodiment 2]

Based on 7 until 9 The following describes the configurations and operations of a control device for a hybrid vehicle, which is Embodiment 2 of the present invention. The configuration of a system including a control device for a hybrid vehicle, which is Embodiment 2 applied to a parallel-type hybrid vehicle, is similar 1 . The system block diagram showing the configuration of the control device for a hybrid vehicle, which is Embodiment 2, is similar 2 and the operating modes of the hybrid vehicle are similar 3 .

The embodiment 2 has a feature that the starting condition of an engine 11 is variable in accordance with not only the vehicle speed but also the remaining capacity of a battery 17 that supplies electricity to a motor 15 .

7 FIG. 14 shows a relationship of the engine starting method with respect to the vehicle speed V and the remaining battery capacity SOC during regeneration deceleration for the hybrid vehicle control apparatus which is the embodiment 2. FIG. In this case, the vehicle speed V during regeneration deceleration is compared with a predetermined vehicle speed threshold V _T as to whether it is higher than V _T , and the remaining battery capacity SOC during regeneration deceleration is compared with a predetermined remaining battery capacity threshold SOC _T as to whether whether it is higher than SOC _T , wherein a method for starting the engine is changed. Specifically, based on a brake switch signal B, engine starting is performed when V is higher than V _T . That is, engine starting is started when the driver releases the brake (B=0).

When V is lower than V _T , engine starting is performed based on the SOC. When SOC is lower than SOC _T , engine starting is performed when the driver releases the brake (B=0). When SOC is higher than SOC _T , engine starting based on accelerator opening signal A is performed. More specifically, engine starting is started after the driver depresses the accelerator pedal until the accelerator opening signal A reaches a predetermined accelerator opening (A _T ). Here, A _T denotes the degree of depression corresponding to a free play of the accelerator pedal.

8th 14 is a flowchart showing the engine start control from the regeneration delay by the control device for a hybrid vehicle which is Embodiment 2 of the present invention. In the 8th The control shown is repeatedly executed by a VCU 1 with a predetermined period of time.

In step S801, the VCU 1 determines whether the vehicle is currently in a decelerating state based on the signals from the brake switch 7, the accelerator opening sensor 6 and the like. If it is determined that the vehicle is not in a deceleration state, the control ends without executing a regeneration deceleration and engine start control sequence. If it is determined in step S801 that the vehicle is in a decelerating state, the procedure goes to step S802.

In step S802, a determination is made as to whether the engine 11 is disconnected from the drive shaft by the clutch 14. If it is determined that the engine is disconnected, the procedure goes to step S803. When it is determined in step S802 that the engine is not disconnected, the engine stop control (fuel injection stop) is executed in step S804 and then the clutch disconnection control is executed in step S805 and the procedure goes to step S803. Then, the current vehicle speed V is read and the procedure goes to step S806.

In step S806, the current remaining battery capacity SOC is read, and in subsequent step S807, a determination is made as to whether the current vehicle speed V is higher than a predetermined vehicle speed V _T . If it is determined that V is higher than V _T , the procedure goes to step S808 where a brake switch signal B is read. The procedure then proceeds to step S809, where a determination is made as to whether the brake switch signal B is 0 (the brake is released). When it is determined that the brake is not released (B=1), control ends without executing engine start control. When it is determined in step S809 that the brake is released (B=0), the procedure goes to step S810 where engine start control is executed, and in subsequent step S811 clutch connection control is executed and a control sequence ends.

If it is determined in step S807 that V is lower than V _T , the procedure proceeds to step S812, where a determination is made as to whether the current remaining battery capacity SOC is higher than the predetermined remaining battery capacity SOC _T . If it is determined that SOC is lower than SOC _T , the procedure goes to step S808 and the same control as above is subsequently executed. If it is determined in step S812 that SOC is higher than SOC _T , the procedure goes to step S813, where an accelerator opening signal A is read. Thereafter, the procedure proceeds to step S814, where a determination is made as to whether the accelerator opening signal A is higher than an accelerator pedal free play A _T . When it is determined that the accelerator pedal is not depressed (A < A _T ), control ends without executing the engine start control. When it is determined in step S814 that the accelerator pedal is depressed (A ≥ A _T ), the procedure goes to step S810 where engine start control is executed, and in subsequent step S811 clutch connection control is executed and a control sequence ends.

9 14 is a timing chart of engine start control from regeneration delay by the control device for a hybrid vehicle which is Embodiment 2 of the present invention. In 9 Shown from top to bottom in this order are changes over time in the vehicle speed, the remaining battery capacity, the brake switch, the accelerator depression degree, the engine speed, the engine output, and the motor output. The left side in 9 shows the state where the remaining battery capacity is high (SOC ≥ SOC _T ) (the point M in 7 ) when the brake switch is off (B = 0), and the right side shows the state where the remaining battery capacity is low (SOC < SOC _T ) (the point N in 7 ) when the brake switch is off (B=0). Both cases assume a low vehicle speed (V<V _T ) when the brake switch is off (B=0).

When the driver depresses the brake and the vehicle is thus decelerated, first, for high remaining battery capacity (SOC ≥ SOC _T ), the clutch 14 is opened, the engine 11 is stopped, and the motor 15 performs a negative output, so that the vehicle during regeneration (generation of power) is delayed. If the driver then releases the brake, the brake switch is turned off. Since the remaining battery capacity is higher than SOC _T at this time, engine starting is not performed at this time (see 7 ).

When the driver depresses the accelerator pedal after the braking operation and when the accelerator depression degree A exceeds _T , engine starting is started. Since it takes a certain time for the engine start control and the clutch connection control to be executed, there occurs a time lag from when the accelerator pedal is depressed until the output from the engine starts. During the time, the vehicle runs by the motor so that the driver's acceleration request (output request) can be satisfied. After the Kraftma Once the output has started, the vehicle is accelerated by the engine output or by the engine and motor output. When the remaining battery capacity is relatively high during the deceleration in this way, the motor can output for a long time, so that the motor can compensate for the time lag of the engine output.

On the other hand, for low remaining battery capacity (SOC < SOC _T ), when the driver depresses the brake and thus the vehicle is decelerated, the clutch 14 is opened, the engine 11 is stopped and the motor 15 performs a negative output, so that the vehicle is decelerated during the recovery is delayed (power is generated). Thus, the brake switch is turned off when the driver releases the brake. Since the remaining battery capacity is lower than SOC _T at this time, engine starting is started (see 7 ).

At this time, when the driver depresses the accelerator pedal after the braking operation, the engine starting is substantially completed, so that the vehicle can run by the output of the engine (and the motor) from the initial phase of acceleration. In this way, if the remaining battery capacity is relatively low during deceleration, the time at which the engine can output is limited. In order to prepare for the engine output that can be obtained from the initial phase of acceleration, the engine is started before the accelerator pedal manipulation, whereby a driver's acceleration request can be satisfied.

As mentioned above, Embodiment 2 changes a method of controlling engine starting during regeneration deceleration in consideration of the remaining battery capacity. Thereby, even if the output from the motor cannot be obtained sufficiently so that a driver's acceleration request can be satisfied, the engine can be started appropriately.

[Embodiment 3]

Based on 10 until 16 The following describes the configuration and operation of a control device for a hybrid vehicle, which is Embodiment 3 of the present invention. The configuration of a system including a control device for a hybrid vehicle, which is Embodiment 3 applied to a parallel-type hybrid vehicle, is similar to FIG 1 . The system block diagram showing the configuration of a control device for a hybrid vehicle, which is Embodiment 3, is similar 2 and the operating modes of the hybrid vehicle are similar 3 . The control device for a hybrid vehicle, which is the embodiment 3, has a relationship of the engine starting method with respect to the vehicle speed and the battery remaining capacity during regeneration deceleration that is similar 7 is.

Embodiment 3 has a feature that engine start control, particularly a method of controlling a starter 12, is changed based on information about vehicle speed during deceleration.

10 12 shows the configuration of a starter system in Embodiment 3. A starter main 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 based on the output of the ECU 2 by controlling independent power supply relays (a starter motor relay 21, a pinion relay 22). The starter motor 12a and the pinion gear 12e are coaxially connected so that rotation of the starter motor 12a means rotation of the pinion gear 12e as well. Then, when electricity is supplied to the magnet switch 12b, the shift lever 12c is pushed out and the pinion gear 12e is connected to a ring gear 24 provided in the engine.

The ECU 2 performs typical fuel injection, ignition and air control (electronic control throttle) based on an engine-requested output from the VCU 1, while based on the engine start request (or stop request) from the VCU 1 via an engine start control part 2a engine starting (or stopping) is performed. More specifically, a fuel injection control part 2c executes fuel injection control for engine starting and fuel cut control for engine stopping. A starter control part 2b performs engine starting control for engine starting by the starter 12 and performs control (pre-intervention control) for connecting the engine stop beforehand during engine stop (before the engine completely stops) based on the vehicle speed condition and the battery remaining capacity condition for engine stop starter pinion gear 12e with the ring gear 24 on the engine side.

As stated above, immediately after the engine stops during deceleration of the vehicle (when the engine does not stop completely), an acceleration request may be issued again. In such a case, in order to start the engine, the engine may autonomously resume operation due to combustion resumption (combustion recovery) when the rotation speed is a predetermined value (e.g., 400 ^rpm ) or more. However, the engine cannot autonomously resume operation when the rotation speed is low (eg, 400 ^rpm or less), so cranking must be performed for the engine using a starter. When a typical starter requires waiting for the engine to stop completely and then performing a typical engine start, the time required for engine starting increases. On the other hand, the starter of embodiment 3 allows the engine to start promptly because of the above-mentioned pre-intervention control even when the driver issues an engine start request while the engine speed is the predetermined speed (400 ^rpm ) or less.

11 14 shows, for the control apparatus for a hybrid vehicle, which is Embodiment 3, a relationship of the engine speed during the starter pre-intervention control with respect to the vehicle speed when deceleration is started (e.g., when the driver depresses the brake).

When the vehicle speed at the time of deceleration start (when the brake is depressed) is lower than a threshold V _T (the area where the engine starting based on the accelerator pedal is to be performed), the pre-intervention control of the starter is not performed because the requested output can be compensated with the motor output even during the engine starting delay time.

On the other hand, when the vehicle speed at the time of deceleration start (when the brake is depressed) is higher than the threshold V _T (the area in which the engine starting is to be executed based on the brake signal), the pre-intervention control of the starter is executed because the Engine must be started early. First of all, the starter is to be controlled in such a manner that the engine speed during the pre-intervention increases with the vehicle speed at the time of deceleration start. More specifically, the duty cycle for the starter motor control can be increased with the vehicle speed at the time of deceleration start, whereby e.g. B. the increasing speed of the starter motor is increased. The starter control method in Embodiment 3 can shorten the engine starting time by the high rotation pre-intervention control in the high vehicle speed range, and can reduce the noise during pre-engagement due to the low rotation pre-intervention control in the low vehicle speed range.

12 12 shows, for the control apparatus for a hybrid vehicle, which is Embodiment 3, a relationship of the engine speed during the starter pre-intervention control with respect to the battery remaining capacity when deceleration is started (e.g., when the driver depresses the brake).

The starter shall be controlled so that the engine speed increases during the pre-intervention as the remaining battery capacity decreases at the time of deceleration initiation. More specifically, the duty cycle for the starter motor control can be increased as the remaining battery capacity at the time of deceleration start decreases, thereby reducing e.g. B. the increasing speed of the starter motor is increased. The starter control method in Embodiment 3 can shorten the engine starting time by the pre-intervention control with spinning when the remaining battery capacity is low, i.e., when the remaining battery capacity is low. i.e. when the vehicle cannot be accelerated by the engine.

In the present embodiment, between the requested pre-intervention control speed based on the vehicle speed ( 11 ) and the requested pre-intervention control speed based on the remaining battery capacity ( 12 ) is selected higher than the pre-intervention control speed, whereby acceleration performance can be obtained when the vehicle speed is high or also when the remaining battery capacity is low.

13 Fig. 14 shows a relationship of the engine start initial rotation speed with respect to the vehicle speed by the hybrid vehicle control device, which is the embodiment 3, when an engine start request is issued in the state where the engine cannot perform the combustion regeneration during the regeneration deceleration (the engine rotation speed 400 min ^-1 or less) and the engine speed is not zero (the engine does not stop completely). How based on 11 is described, the questions of whether to execute the pre-intervention control and the engine speed at which the pre-intervention control is to be executed are decided in accordance with the vehicle speed at the time of deceleration start. That is, the Kraftma The engine speed that enables engine starting depends on the engine speed at which the pre-intervention control is executed.

14 12 shows a relationship of the engine initial speed with respect to the remaining battery capacity by the hybrid vehicle control apparatus, which is the embodiment 3, when the engine start request is issued in the state where the engine cannot perform the combustion regeneration during the regeneration deceleration (the engine speed 400 rpm ^{- 1} or less) and the engine speed is not zero (the engine does not stop completely). The engine speed that enables engine starting depends on the engine speed at which the pre-override control is executed.

15 FIG. 14 is a flowchart showing the engine start control from the regeneration delay by the control device for a hybrid vehicle, which is the embodiment 3. FIG. In the 13 The control shown is repeatedly executed by the VCU 1 within a predetermined period of time.

In step S1201, the VCU 1 determines whether the vehicle is currently in a decelerating state based on the signals from the brake switch 7, the accelerator opening sensor 6 and the like. If it is determined that the vehicle is not in a deceleration state, the control ends without executing a regeneration deceleration and engine start control sequence.

If it is determined in step S1201 that the vehicle is in a decelerating state, the procedure goes to step S1202. In step S1202, a determination is made as to whether the engine 11 is disconnected from the drive shaft by the clutch 14. If it is determined that the engine is disconnected, the procedure goes to step S1203.

When it is determined in step S1202 that the engine is not disconnected, the engine stop control (engine injection stop) is executed in step S1204, and then the clutch disconnection control is executed in step S1205. In subsequent step S1206, the current vehicle speed V and the remaining battery capacity SOC are read, and in step S1207, based on the vehicle speed and the remaining battery capacity, using a map previously stored in the ECU 2 (the map shown in 11 and in 13 map) calculates the engine rotation speed (pre-intervention rotation speed Np) at which the pre-intervention control is to be executed. More specifically, the pre-intervention rotational speed ( 11 ) and the pre-intervention speed ( 13 ) selected higher than the pre-engagement speed. In step S1208, the pre-rotation of the starter pinion is started as a preparation for the pre-engagement, and the procedure goes to step S1203.

In step S1203, a determination is made as to whether the starter pre-intervention control is complete. When the pre-intervention control is completed, the procedure moves to step S1209. If the pre-intervention control is not completed, the procedure moves to step S1210, where the current engine speed Ne is read. Then, the procedure goes to step S1211, where a determination is made as to whether the current engine speed Ne is the pre-engagement speed Np calculated in step S1207 or less. If Ne is larger than Np, the procedure goes to step S1209 without executing the pre-intervention control. If Ne is Np or smaller, the pre-intervention control is executed in step S1212, and then the procedure advances to step S1209.

In step S1209, the current vehicle speed V is read, and in subsequent step S1213, the current remaining battery capacity SOC is read. Then, in step S1214, a determination is made as to whether the current vehicle speed V is higher than the target vehicle speed V _T . If it is determined that V is higher than V _T , the procedure moves to step S1215 where the brake switch signal B is read and the procedure moves to step S1216.

In step S1216, a determination is made as to whether the brake switch signal B is 0 (ie, whether the brake is released). When it is determined that the brake is not released (B=1), control ends without executing the engine start control. If it is determined in step S1216 that the brake is released (B=0), the procedure goes to step S1217. In step ^S1217 , a determination is made as to whether the current Ne is the engine combustion recovery enabling speed (≥ 400 rpm). When it is determined in step S1217 that Ne is the rotational speed that enables engine combustion recovery (Ne ≥ 400 rpm), fuel injection control for engine starting is executed in step ^S1218 , and clutch connection control is executed in subsequent step S1219 to establish a control sequence to end.

If it is determined in step S1217 that the Ne is not the combustion-recovery-enabling rotational speed (N<400 rpm), a determination is made in step ^S1220 as to whether the engine is stopping (Ne=0). When the engine stops, the procedure goes to step S1221 where cranking control by the starter is performed. Then, in step S1218, the fuel injection control for engine starting is executed, and in step S1219, the clutch connection control is executed to end a control sequence.

If it is determined in step S1220 that the engine is not stopping (0<Ne<400 rpm), the procedure moves to step ^S1222 , where a determination is made as to whether the pre-intervention control of the starter is complete. If starter pre-intervention control is not completed, a control sequence ends without starting the engine.

When it is determined in step S1222 that the pre-intervention control of the starter is completed, the procedure goes to step S1221, where cranking control is executed by the starter. Then, in step S1218, the fuel injection control for the engine starting is executed, and in the subsequent step S1219, the clutch connection control is executed to end a control sequence.

If it is determined in step S1214 that V is lower than V _T , the procedure moves to step S1223, where a determination is made as to whether the current remaining battery capacity SOC is higher than the predetermined remaining battery capacity SOC _T .

When it is determined in step S1223 that the SOC is lower than the SOC _T , the procedure goes to step S1215, and control similar to the above is subsequently executed. When it is determined in step S1223 that the SOC is higher than SOC _T , the procedure goes to step S1224 where the accelerator opening signal A is read and the procedure goes to the next step S1225.

In step S1225, a determination is made as to whether the accelerator opening signal A is higher than an accelerator pedal free play A _T . When it is determined that the accelerator pedal is not depressed (A < A _T ), control ends without executing the engine start control. When it is determined in step S1225 that the accelerator pedal is depressed (A ≥ A _T ), control proceeds to step S1217, and control similar to the above is subsequently executed.

16 14 is a timing chart of engine start control from regeneration delay by the control device for a hybrid vehicle which is Embodiment 3 of the present invention. In 16 Shown from top to bottom in the order named are changes over time in vehicle speed, brake switch, accelerator pedal depression degree, engine speed, clutch state, engine output, and motor output. In the engine speed timing chart, the starter pinion speed is also described in dashed lines. The left side in 16 shows the state where at the time of deceleration start (when the brake switch is turned on (B=1)), the vehicle speed V is higher than V _T but relatively low (V = Vc: see 11 ) and the right side shows the state where at the time of deceleration start (when the brake signal is turned on (B=1)), the vehicle speed V is relatively high (V=V _D : see 11 ). Both conditions assume a sufficiently high residual battery capacity SOC.

When the driver depresses the brake for a low vehicle speed V (V=Vc) so that the vehicle starts to decelerate, the engine stops and the clutch is released. At this time, the starter pinion is advanced so that the pinion speed during stopping is adjusted to the engine speed. Then, when it reaches the predetermined engine speed (pre-intervention speed), the pre-intervention control is executed. In this case, the pre-engagement speed is set relatively low to reduce noise during the pre-engagement.

Before the engine stops rotating completely and at the engine speed that does not allow combustion recovery, the brake is turned off and an engine start request is issued, so that after the completion of the pre-intervention control, engine starting by the starter is performed immediately. Since the pre-engagement speed is set low, a time delay occurs to some extent from when the accelerator pedal is depressed until the engine output starts. However, when the vehicle speed is low, the motor can compensate for the acceleration over time.

For high vehicle speed V (V=V _D ), when the driver depresses the brake so that the vehicle starts to decelerate, the engine stops and the clutch is released. At this time, the starter pinion is similarly pre-rotated so that the pinion speed becomes the engine speed during stopping is provided. Then, when it reaches the predetermined engine speed (pre-intervention speed), the pre-intervention control is executed. In this case, in order to shorten the engine starting time, the pre-engagement speed is set relatively high.

Before the engine stops rotating completely and at the engine speed that does not allow combustion recovery, the brake is released and an engine start request is issued so that engine starting by the starter is performed immediately after the pre-intervention control is completed. Since the pre-intervention rotation speed is set high, the time lag from when the accelerator pedal is depressed until the engine output starts is short, so the engine output can be obtained promptly.

In Embodiment 3, when the engine speed at the time of deceleration start (when the brake is depressed) is lower than the threshold value V _T (the area where engine starting is performed based on the accelerator pedal signal), the requested output can even during the engine start delay time with of the engine output can be compensated so that the pre-intervention control by the starter is not executed. In this case as well, the pre-engagement control may be performed at very low rotation (e.g., 20 ^rpm or less) just before the engine stop in order to reduce the noise occurring from the engagement of the pinion gear and the engine.

As mentioned above, the embodiment 3 changes a method for controlling a starter (pre-intervention speed) based on the vehicle speed, setting a high pre-intervention speed more precisely under the condition of a high vehicle speed that requires shortening of the engine starting time and sets a low pre-engagement speed under a low vehicle speed condition requiring vehicle stillness. Thereby, a driver's demand for acceleration can be met while achieving quietness of the vehicle.

Claims (13)

A control device for a hybrid vehicle which includes an engine (11) and a motor (15) as a power source and which can stop the engine (11) during deceleration of the hybrid vehicle and perform regeneration using the motor (15), wherein in a phase before an acceleration request for the hybrid vehicle, a start timing of the stopped engine (11) is changed in accordance with a vehicle speed or with a remaining capacity of a secondary battery to supply electricity to the motor (15) during deceleration of the hybrid vehicle, the control device further includes a starter (12) for performing cranking starting of the engine (11), wherein a method of driving the starter (12) is changed in accordance with a vehicle speed and with an engine speed when engine starting is performed, the starter (12) being controlled in such a manner that an engine speed at the time of start cranking of the engine (11 ) increases with a vehicle speed when the engine speed for starting the engine (11) is in a predetermined non-zero low-speed rotation range, wherein pre-engagement control is performed to engage a pinion of the starter (12) with the engine ( 11) to be engaged before the engine (11) stops completely, and the starter (12) is controlled such that an engine speed for executing the pre-engagement control increases with a vehicle speed at the time of starting deceleration when the engine (11) is stopped during deceleration of the hybrid vehicle. Control device for a hybrid vehicle claim 1 wherein engine starting is performed in response to a brake release inducement when a vehicle speed is higher than a predetermined vehicle speed threshold during deceleration of the hybrid vehicle. Control device for a hybrid vehicle claim 1 wherein engine starting is performed in response to operation of an accelerator pedal when a vehicle speed during deceleration of the hybrid vehicle is lower than a predetermined vehicle speed threshold. Control device for a hybrid vehicle claim 1 wherein engine starting is performed in response to a brake release cue when the remaining capacity of the secondary battery is lower than a predetermined battery remaining capacity threshold value during deceleration of the hybrid vehicle. Control device for a hybrid vehicle claim 1 wherein the engine starting is performed in response to a brake release command when the vehicle speed is higher than a predetermined vehicle during deceleration of the hybrid vehicle speed threshold or when the remaining capacity of the secondary battery is lower than a predetermined remaining battery capacity threshold during deceleration of the hybrid vehicle. Control device for a hybrid vehicle claim 5 , wherein engine starting is performed in response to an operation of an accelerator pedal when a vehicle speed is lower than a predetermined vehicle speed threshold value during deceleration of the hybrid vehicle and when the remaining capacity of the secondary battery is higher than a predetermined battery remaining capacity threshold value during deceleration of the hybrid vehicle. Control device for a hybrid vehicle claim 1 , 4 or 5 Further comprising a starter (12) for performing cranking starting of the engine (11), wherein a method of driving the starter (12) is changed in accordance with the remaining battery capacity of the secondary battery and an engine speed when engine starting is performed. Control device for a hybrid vehicle claim 7 wherein the starter (12) is controlled such that an engine speed at the time of starting cranking of the engine (11) increases with decrease in remaining battery capacity of the secondary battery at the time of starting the engine (11) when the engine speed for starting the engine ( 11) in a predetermined non-zero slow rotation range. Control device for a hybrid vehicle claim 8 wherein the starter (12) is controlled to perform pre-engagement control to mesh a pinion of the starter (12) with the engine (11) before the engine (11) stops completely, and the starter (12 ) is further controlled such that an engine speed for executing the pre-intervention control increases with decrease in remaining battery capacity of the secondary battery at the time of starting deceleration when the engine (11) is stopped during deceleration of the hybrid vehicle. A control device for a hybrid vehicle, which includes an engine (11) and a motor (15) as a power source, and a starter (12) for performing cranking starting of the engine (11), and which can stop the engine (11) during deceleration of the hybrid vehicle, and can perform regeneration using the motor (15), wherein the starter (12) is controlled to perform pre-engagement control to mesh a pinion of the starter (12) with the engine (11) before the engine (11) stops completely, and the starter (12) in is controlled such that an engine speed for executing the pre-intervention control increases with a vehicle speed at the time of starting deceleration when deceleration of the hybrid vehicle is started and the engine (11) is stopped if a vehicle speed at the time of starting deceleration is higher than a predetermined vehicle speed threshold value, the engine starting is executed in response to a brake release command when a vehicle speed at the time of brake release during deceleration is higher than the predetermined vehicle speed threshold value, and the starter (12) is controlled such that an engine speed at the time of starting the engine (11) increases with the vehicle speed at the time of causing a brake to be released when the engine speed for starting the engine (11) is within a predetermined range slow rotation that is not zero. A control device for a hybrid vehicle including an engine (11) and a motor (15) as power sources, and a starter (12) for performing cranking starting of the engine (11) and a secondary battery for supplying electricity to the motor (15), and which can stop the engine (11) during deceleration of the hybrid vehicle and perform regeneration using the motor (15), wherein the starter (12) is controlled to perform pre-engagement control to rotate a pinion of the starter (12) with the to engage the engine (11) before the engine (11) stops completely, and the starter (12) is controlled such that an engine speed for executing the pre-engagement control increases as the remaining battery capacity of the secondary battery decreases when the deceleration of the hybrid vehicle is started and the engine (11) is stopped if the remaining battery capacity of the secondary battery at Z since the start of deceleration is lower than a predetermined remaining battery capacity threshold value, engine starting in response to a brake release inducement is performed when the remaining battery capacity of the secondary battery at the time of releasing a brake during deceleration is lower than a predetermined remaining battery capacity threshold value , and the starter (12) is controlled in such a way that an engine speed at the time of starting the engine (11) increases with decrease in the remaining battery capacity of the secondary battery at the time of causing the brake to be released when the engine speed for starting the engine (11) is in a predetermined non-zero slow rotation range . A control device for a hybrid vehicle including an engine (11) and a motor (15) as power sources, and a starter (12) for performing cranking starting of the engine (11) and a secondary battery for supplying electricity to the motor (15), and which can stop the engine (11) during deceleration of the hybrid vehicle and perform regeneration using the motor (15), wherein the starter (12) is controlled to perform pre-engagement control to mesh a pinion of the starter (12) with the engine (11) before the engine (11) stops completely, and the starter (12) in is controlled such that an engine speed for executing the pre-intervention control increases with increase in vehicle speed at the time of starting deceleration or with decrease in remaining battery capacity of the secondary battery when deceleration of the hybrid vehicle is started and the engine (11) is stopped, if a vehicle speed at the time of starting deceleration is higher than a predetermined vehicle speed threshold value, the engine starting is executed in response to a brake release prompt when a vehicle speed at the time of releasing a brake during deceleration is higher than a predetermined vehicle speed threshold value or the remaining battery capacity of the secondary battery at the time of releasing a brake during deceleration is lower than is a predetermined remaining battery capacity threshold, and the starter (12) is controlled in such a manner that an engine speed at the time of starting the engine (11) increases in vehicle speed at the time of causing the brake to be released or with decrease in remaining battery capacity of the secondary battery at the time of causing the brake to be released increases when the engine speed for starting the engine (11) is in a predetermined non-zero low speed range. A control device for a hybrid vehicle including an engine (11) and a motor (15) as power sources, and a starter (12) for performing start-up cranking of the engine (11) and a secondary battery for supplying electricity to the motor (15), and which can stop the engine (11) during deceleration of the hybrid vehicle and perform regeneration using the motor (15), wherein the starter (12) is controlled to mesh a pinion of the starter (12) with the engine (11) after the engine (11) is completely stopped when deceleration of the hybrid vehicle is started and the engine (11 ) stopping if a vehicle speed at the time of starting deceleration is lower than a predetermined vehicle speed threshold and if the remaining battery capacity of the secondary battery is higher than a predetermined remaining battery capacity threshold, and starting the engine (11) is carried out in response to an operation of an accelerator pedal when a vehicle speed at the time of releasing a brake during deceleration is lower than a predetermined vehicle speed threshold and the remaining battery capacity of the secondary battery at the time of releasing a brake during deceleration Deceleration is higher than a predetermined remaining battery capacity threshold.

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