DE112012003475T5 - Hybrid vehicle control device - Google Patents

Abstract

A technique is provided which relates to a hybrid vehicle configured to disconnect an engine from a drive shaft through a clutch during deceleration of the vehicle and thus enables regenerative control using an engine, the technique responsive to the response can improve a driver's re-acceleration request without performing an unnecessary engine start. When a vehicle speed during the deceleration is higher than a predetermined vehicle speed threshold, an engine start is executed in response to a brake release manipulation. When a vehicle speed during deceleration is lower than the predetermined vehicle speed threshold, engine starting is performed in response to manipulation of the accelerator pedal. When the battery remaining capacity of the secondary battery during the deceleration is lower than a predetermined remaining battery capacity threshold, an engine starting is executed in response to a brake release manipulation. When the remaining battery capacity of a secondary battery is higher than the predetermined remaining battery capacity threshold during the deceleration, engine starting is executed in response to manipulation of the accelerator pedal. The vehicle includes a starter for starting the engine, wherein a method for driving the starter is changed.

Description

Technical area

The present invention relates to a control apparatus for a hybrid vehicle that includes as a power source an engine and an engine.

State of the art

In order to comply with the regulations on vehicle fuel economy, which become stricter every year, the market for hybrid vehicles is growing, which has a great effect on improving fuel economy. A hybrid vehicle is provided with an engine and an engine as a power source, and is configured to drive the engine and / or the engine depending on the driving condition, thereby enabling efficient travel. During the deceleration, the engine is used as a generator to recover kinetic energy of the vehicle and to charge a secondary battery (electric storage device). Thereupon, the vehicle is driven by the engine using this charged energy, thus reducing the fuel consumption of the vehicle. For recovery of kinetic power by the engine during deceleration, it is desirable that the engine be stopped (the engine is disconnected from a vehicle drive shaft by a clutch) to reduce friction loss due to engine rotation and to increase the amount of recovered power , However, it takes a time to direct the power of the engine to the vehicle drive shaft when a driver issues a re-acceleration request during the recovery delay, so that the acceleration response of the vehicle may deteriorate if the available power of the engine (e.g. in case of a shortage of the remaining capacity of the secondary battery) is insufficient.

In order to solve the above problem, Patent Literature 1 discloses the invention, the need to start an engine depending on the current driver request (output), e.g. From the depression degree of the accelerator pedal, and a depression amount of the accelerator pedal, which is a criterion for determining the engine starting / stopping, 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 internal combustion engine and an engine is turned off during operation of the internal combustion engine while running, the internal combustion engine usually shifts to idle mode or stops it for better fuel economy of the vehicle. In order to meet a driver demand for driving with a preferred acceleration response, in addition to a normal cruise mode that prioritizes the fuel economy of the vehicle, a power priority mode may be provided that enables the ride during rapid output of power. In such a power priority mode, even at the time of the cut off accelerator pedal during running, the engine is controlled to operate at a relatively high speed corresponding to the vehicle speed to quickly output the power thereof. When the internal combustion engine is operated at this time while supplying fuel thereto to maintain such a relatively high speed, the fuel economy is greatly deteriorated and the remaining capacity of the battery is greatly lowered when the fuel supply is stopped and the engine is operated by the engine becomes.

Patent Literature 2 has an object to suppress a large reduction in the residual capacity of an electric storage device such as a secondary battery of a hybrid vehicle, while maintaining the fuel economy to some extent convenient when the accelerator pedal of the hybrid vehicle is turned off while running in the power priority mode. Patent Literature 2 discloses the invention configured to control the engine, the electric power / electric input / output means, and an electric motor so that the engine rotates at a lower limit speed while the supply of fuel increases the internal combustion engine is stopped and the vehicle travels through a required target drive power when the accelerator pedal is turned off while 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 / electric input / output means, and the electric motor are controlled such that the engine operates autonomously at the target lower limit speed and steers the vehicle through the required one Target drive power runs.

Hybrid vehicles have between a combination drive mode for combining torques from their engine and from their electric motor for generating a drive power and a motor drive mode for generating a drive power only using the electric motor on different power transmission paths. 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 can not be obtained if the mode is changed while the power transmission path is temporarily disconnected if the accelerator pedal is manipulated during the shift. Thus, although the mode may be changed from the motor drive mode to the combination drive mode when needed, such as when the storage capacity of the battery becomes scarce, the mode can not be changed back from the combination drive mode to the motor drive mode. The mode change from the combination traveling mode is allowed only when the vehicle is running at a predetermined vehicle speed or more where the engine does not stop, as well as in a direct-connection traveling mode. When the change of an operation mode from the combination drive mode to the motor drive mode is prohibited, the combination drive mode at the time of low-speed travel (including stopping) from which the mode can not be changed to the direct-connection travel mode is also maintained after the battery becomes a predetermined one Has reached storage capacity, which means a wasteful consumption of the fuel.

In view of these circumstances as background, the patent literature has an object to change a driving mode by switching a power transmission path while avoiding the occurrence of a shock and the deterioration of the response. The disclosed invention is the use of a motor generator which simultaneously plays a role as a generator, as an electric motor. In a combined driving mode, the vehicle travels while a battery is being charged by regeneration control of the motor generator. There is provided means for changing a mode during stopping, wherein the means for switching a power transmission path for changing the driving mode is when the vehicle stops and when the storage capacity of the battery is a predetermined value or less, the means being the mode of operation of the Combination drive mode to the motor drive mode changes.

List of citations

patent literature

• Patent Literature 1: JP Patent Publication (Kokai) No. 2009-113706 A
• Patent Literature 2: JP Patent Publication (Kokai) No. 2009-126253 A
• Patent Literature 3: JP Patent Publication (Kokai) No. 2003-018707 A

Summary of the invention

Technical problem

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

However, in recent years, because of its low cost, a hybrid system equipped with a small electrically powered device (motor) is attracting attention. Since the engine output in such a vehicle weight system is relatively small, the driver's request for acceleration may not be met in some cases even if the engine can maximize its capacity if the engine starts after a request from a driver for Acceleration has been issued (after the accelerator pedal has been depressed). In particular, at the time of the high-driving-fast driving, the output required (requested output) for accelerating the vehicle is high, so that the acceleration can not be performed only by the output of the engine, so that the power of the engine in the early stage is necessary to meet the acceleration request.

Immediately after the deceleration starts and the engine stops (if the engine is not fully stopped), an acceleration request may be issued again. To start the engine, the engine can resume operation in this case, due to the resumption of combustion (combustion recovery) autonomously again when the rotational speed is a predetermined value (eg., 400 min ^-1) or more. However, the engine can not resume operation autonomously and must be used for the engine using a Motor or a starter tempering are carried out when the rotation speed is low (eg., 400 min ^-1 or less). When a typical starter is used to start the engine in a system, however, there is a need to restart the engine after the engine has been completely stopped, so that the starting of the engine lasts longer 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 apparatus for a hybrid vehicle including a hybrid system also having a small engine output for the vehicle, which can satisfy the driver's acceleration demand under any condition while maintaining the recovery efficiency improves when the engine is turned off during deceleration.

the solution of the problem

To achieve the object, there is provided a hybrid vehicle control apparatus of the present invention for a hybrid vehicle including an engine and a motor as a power source and capable of stopping the engine during deceleration of the vehicle and execution of recovery using the engine. The starting time 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 engine during the deceleration of the vehicle.

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

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

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

Such a configuration allows the engine starting to be executed in response to the driver's brake manipulation when the vehicle speed is high, i. h., when a requested output from an acceleration request is high, so that the output from the engine at the time of issuance of the driver's acceleration request (acceleration manipulation) can be promptly obtained to satisfy the driver's acceleration request.

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

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

In another embodiment of the control apparatus 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 within a predetermined range that is not zero is.

Such a configuration enables the engine speed at which the starting by the starter is to be executed to be changed in accordance with the vehicle speed even when stopping an acceleration request is issued to the engine (when the engine is not completely stopped), whereby the engine start time can be shortened when the vehicle is running at high speed, and noise due to the starter control (preemptive control) can be minimized when the vehicle is low Speed drives.

Advantageous Effects of the Invention

The present invention starts an engine suitably when a driver issues a re-acceleration request during the recovery delay and the engine stop, whereby the driver's acceleration request can be satisfied, while deterioration of fuel economy and quiet can be suppressed.

Brief description of the drawings

1 FIG. 12 is a configuration of a system including a control apparatus for a hybrid vehicle that is the embodiment 1 of the present invention applied to a parallel type hybrid vehicle.

2 FIG. 12 is a system block diagram showing the configuration of the control apparatus for a hybrid vehicle that is the embodiment 1 of the present invention.

3 FIG. 12 shows modes of operation of a hybrid vehicle by the control apparatus for a hybrid vehicle that is the embodiment 1 of the present invention.

4 FIG. 12 shows a relationship between the vehicle speed and the engine starting method during the recovery delay for the control apparatus for a hybrid vehicle that is Embodiment 1 of the present invention.

5 FIG. 10 is a flowchart showing the engine starting control of the recovery delay by the control device for a hybrid vehicle that is the embodiment 1 of the present invention.

6 FIG. 11 is a timing chart of engine starting control of the recovery delay by the control apparatus for a hybrid vehicle that is the embodiment 1 of the present invention.

7 FIG. 12 shows a relationship of the engine starting method with respect to the vehicle speed and the remaining battery capacity during the recovery delay for a control apparatus for a hybrid vehicle that is Embodiment 2 of the present invention.

8th FIG. 10 is a flowchart showing the engine starting control of the recovery delay by the control device for a hybrid vehicle that is the embodiment 2 of the present invention.

9 FIG. 10 is a timing chart of engine starting control of the recovery delay by the control apparatus for a hybrid vehicle that is Embodiment 2 of the present invention. FIG.

10 FIG. 10 shows the configuration of a starter system in a control apparatus for a hybrid vehicle which is the embodiment 3 of the present invention.

11 FIG. 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 that is Embodiment 3 of the present invention.

12 FIG. 10 shows a relationship of the engine speed during the starter pre-intervention control with respect to the remaining battery capacity for the hybrid vehicle control apparatus which is Embodiment 3 of the present invention.

13 FIG. 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 that is Embodiment 3 of the present invention.

14 FIG. 12 shows a relationship of the engine start initial rotation speed with respect to the remaining battery capacity for the hybrid vehicle control device which is Embodiment 3 of the present invention.

15 FIG. 12 is a flowchart showing the engine starting control of the recovery delay by the control device for a hybrid vehicle that is the embodiment 3 of the present invention.

16 FIG. 12 is a timing chart of engine starting control of the recovery delay by the control apparatus for a hybrid vehicle that is Embodiment 3 of the present invention.

LIST OF REFERENCE NUMBERS

• 1 : Vehicle control unit (VCU), 1a : Input circuit, 1b : Input / output connection, 1c : RAM, 1d : ROME, 1e : CPU, 1f : Engine control part, 1g : Engine control part, 1h : Battery control part, 1i : Clutch control part, 1j : Transmission control part, 2 : Engine control unit (ECU), 2a : Engine start control part, 2 B : Starter control part, 2c : Fuel injection control part, 3 : Transmission Control Unit (TCU), 4 : Battery Control Unit (BCU), 5 : Motor Control Unit (MCU), 6 : Accelerator pedal depression sensor, 7 : Brake switch, 8th : Vehicle speed sensor, 9 : Battery voltage sensor, 10 : Crank angle sensor, 11 Image: Engine, 12 : Starters, 12a : Starter motor, 12b : Magnetic switch, 12c : Shifter, 12d : Pinion clutch, 12e Image: Pinion gear, 13 : Transmission, 14 Image: Clutch, 15 : Engine, 16 : Inverter, 17 Photos: Battery, 18 : Wheel, 19 Photos: Reduction gear, 20 : Pinion rotation sensor, 21 : Starter motor relay, 22 : Pinion relay, 23 Photos: Battery for starter, 24 : Ring gear

Description of embodiments

Hereinafter, embodiments of the present invention will be described.

[Embodiment 1]

Based on 1 to 6 In the following, the configuration and operation of a control apparatus for a hybrid vehicle which is Embodiment 1 of the present invention will be described.

1 FIG. 12 is a configuration of a system including a control apparatus for a hybrid vehicle that is the 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 equipped with a starter 12 to start the engine 11 Mistake. The engine 11 has a crankshaft provided with a crank angle sensor 10 is provided to detect its angle of rotation, the other end of which is provided with a gear 13 communicates. The gear 13 is a continuously variable transmission that can continuously change a gear ratio that is an angular velocity of the output shaft (vehicle drive shaft) with respect to an angular velocity of the input shaft (rotating shaft of the engine). About a clutch 14 is a motor along the output shaft 15 intended. The motor 15 is with an inverter 16 to control the engine output, and with a battery 17 to the inverter 16 To supply electricity, electrically connected. The battery 17 is with a battery voltage sensor 9 Mistake. The motor 15 is via a reduction gear 19 with a wheel 18 connected. The wheel 18 has one with a vehicle speed sensor 8th provided drive shaft.

From the vehicle speed sensor 8th , from the battery voltage sensor 9 and the crank angle sensor 10 received signals are sent to a vehicle control unit (VCU) 1 Posted. From an accelerator pedal depression sensor 6 and from a brake switch 7 received signals are also sent to the VCU 1 Posted. The accelerator pedal depression sensor 6 detects the degree of pedaling on the accelerator pedal, ie, the accelerator pedal depression degree, and the brake switch 7 detects whether the brake pedal is depressed.

The VCU 1 calculated based on the output of the accelerator pedal depression sensor 6 a torque requested by the driver. That is, the accelerator pedal depression sensor 6 is used as a sensor for detecting the requested torque to detect a torque requested for the engine and for the engine. The VCU 1 determined on the basis of the output signal of the brake switch 7 the presence or absence of a delay request from a driver. The VCU 1 calculated based on the output of the battery voltage sensor 9 the residual electricity of the battery. The VCU 1 calculated based on the output signal of the crank angle sensor 10 the speed of the engine. The VCU then calculates 1 based on the driver request and the vehicle operating condition obtained from the outputs of these various sensors, an optimal operation amount of each device such as an engine requested output, an engine requested output, a battery requested output, a requested gear ratio, and a clutch operation amount.

The by the VCU 1 calculated engine requested output is sent to an engine control unit (ECU) 2 Posted. The ECU 2 controls the engine 11 based on the requested output from the VCU 1 , Although not shown, the ECU controls 2 more precisely the fuel injection, the ignition, a throttle and the starter 12 , The by the VCU 1 calculated output requested by the engine is sent to an engine control unit (MCU) 5 Posted. The MCU 5 controls based on the requested output from the VCU 1 the inverter 16 (and the engine 15 ). The by the VCU 1 calculated by the battery requested Output goes to a battery control unit (BCU) 4 Posted. The BCU 4 controls based on the requested output from the VCU 1 the battery 17 , That by the VCU 1 calculated requested gear ratio is sent to a transmission control unit (TCU) 3 Posted. The TCU 3 controls on the basis of the requested gear ratio of the VCU 1 The gear 13 , The one by the VCU 1 calculated clutch operating amount is referred to as a clutch drive signal to the clutch 14 Posted.

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

The following is the interior configuration of the vehicle control unit (VCU). 1 in Embodiment 1 of the present invention. 2 is a block diagram illustrating the configuration of the vehicle control unit (VCU) system. 1 shows.

The output signals from the accelerator pedal depression sensor 6 , from the brake switch 7 , from the vehicle speed sensor 8th , from the battery voltage sensor 9 and the crank angle sensor 10 be in an input circuit 1a the VCU 1 entered. The input signals are not limited thereto. The thus inputted input signals from the sensors are applied to an input terminal in an input / output terminal 1b Posted. The to the input connection 1b sent values are in a RAM 1c stored and by a cpu 1e calculated. A control program, ie a description of the calculation, is in advance in a ROM 1d written.

The values representing the operation 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 then sent via the appropriate output ports to the appropriate devices. The intended 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 1i and a transmission control output part 1j , The circuits of these output parts are with the ECU 2 , with the MCU 5 , with the BCU 4 , with the clutch 14 or with the TCU 3 connected. In the illustrated embodiment, the control units (the ECU 2 , the MCU 5 , the BCU 4 and the TCU 3 ) of the devices separate from the VCU 1 provided, which is a non-limiting embodiment, wherein the control units of the devices in the VCU 1 can be provided.

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

Hereinafter, the basic operation of a hybrid vehicle using the control apparatus for a hybrid vehicle will be described. 3 FIG. 16 shows modes of operation of a hybrid vehicle using the control apparatus for a hybrid vehicle that is the embodiment 1 of the present invention. This case mainly includes three modes that can be suitably used depending on the operating condition of a vehicle.

First, while driving at low vehicle speed or during low load driving including starting the vehicle, as in 3A shown is a drive through the engine 15 (Motor drive) executed. During the motor drive is the clutch 14 opened, so that the engine and the transmission are separated from the wheel drive shaft, which avoids a friction loss due to the drag torque of the engine.

Hereinafter, during the high vehicle speed travel or the high load travel, in which a requested output can not be obtained only by the output of the engine, as in FIG 3B shown is a drive through the engine 11 (Engine drive) executed. In this case, the drive can drive by both the engine 11 as well as from the engine 15 (Engine and Motor) are executed. During the engine ride is the clutch 14 engaged to connect the engine and the wheel drive shaft and thus the output of the engine 11 to transmit to the drive shaft. During the engine and motor drive, the output of the engine 11 and the engine 15 transmitted to the drive shaft.

As in 3C is shown by the engine 15 a recovery delay control is executed when a driver issues a deceleration request (eg, when a brake switch is turned on). At this time is the engine 11 stopped and is the clutch 14 opened, thus avoiding a friction loss due to the drag torque of the engine.

Based on 4 to 6 Hereinafter, a method for controlling the engine starting during the recovery delay using the control device for a hybrid vehicle that is the embodiment 1 will be described below.

4 FIG. 12 shows a relationship between the vehicle speed and the engine starting method during the recovery delay for the control apparatus for a hybrid vehicle that is Embodiment 1 of the present invention. At the time of the recovery delay of a vehicle in 3C shown is the clutch 14 open and the engine is stopped. If at this time a driver issues an acceleration request (output request), the in 3A shown motor drive or the in 3B shown engine run be performed. In particular, the in 3B shown engine required when the requested output is high. In order to switch from the recovery delay to the engine ride, the engine must 11 to be started and must the clutch 14 get connected.

In 4 For example, the vehicle speed V during the recovery delay is compared with a predetermined vehicle speed threshold (V _T ) with respect to whether it is higher or lower than V _T , thereby changing a method of starting the engine. More 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 , the engine starting is executed on the basis of the accelerator depression signal A. That is, the engine starting is started after the driver depresses the accelerator pedal until the accelerator depression signal A reaches a predetermined accelerator pedal depression degree (A _T ). A _T denotes here the degree of depression, which corresponds to a play of the accelerator pedal.

5 FIG. 12 is a flowchart showing the engine starting control of the recovery delay of the control device for a hybrid vehicle that is the embodiment 1 of the present invention. In the 5 Control shown is by the VCU 1 repeatedly executed with a predetermined period.

In step S501, the VCU determines 1 based on the signals of the brake switch 7 , the accelerator pedal depression sensor 6 and the like, whether the vehicle is in a deceleration state. When it is determined that the vehicle is not in a deceleration state, the procedure ends without executing a series of the recovery delay and engine starting control sequence. If it is determined in step S501 that the vehicle is in a deceleration state, the procedure proceeds to step S502.

In step S502, a determination is made as to whether the engine 11 through the clutch 14 is separated from the drive shaft. If it is determined that the engine is disconnected, the procedure proceeds to step S503. If 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 disconnect control is executed in step S505. Subsequently, in step S503, the current vehicle speed V is read, and the procedure proceeds 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. Thereafter, the procedure 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), the control ends without engine starting control being executed. If it is determined in step S508 that the brake is released (B = 0), the procedure proceeds to step S509, where the engine starting control is executed, and in the subsequent step S510, the 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 proceeds to step S511, where the accelerator opening signal A is read. Thereafter, the procedure proceeds to step S512, where a determination is made as to whether the accelerator opening signal A is higher than an accelerator pedal clearance A _T. When it is determined that the accelerator pedal is not depressed (A <A _T ), the control ends without executing engine starting control. If it is determined in step S512 that If the accelerator pedal is depressed (A ≥ A _T ), the procedure proceeds to step S509, where the engine starting control is executed, and in the subsequent step S510, the clutch connection control is executed and a control sequence ends.

6 FIG. 11 is a timing chart of engine starting control of the recovery delay by the control apparatus for a hybrid vehicle that is the embodiment 1 of the present invention. In 6 For example, changes in the timing of the vehicle speed, the brake switch, the accelerator pedal depression degree, the engine speed, the engine output, and the engine output are shown from the top to the bottom 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 turned off (B = 0), and the right side shows the state where the vehicle speed is high (V ≥ V _T ) when the brake switch is switched off (B = 0).

For a low vehicle speed (V <V _T ), first the clutch 14 open, the engine 11 stopped and leads the engine 15 a negative output, so that the vehicle is decelerated during the recovery (generation of power) when the driver depresses the brake and the vehicle is thus decelerated. When 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 pedal depression degree exceeds A _T , the engine starting is started.

Since the execution of the engine start control and the clutch connection control takes a certain time, from the depression of the accelerator pedal until the start of the output from the engine, a time delay occurs. During the time, the vehicle travels through the engine so that the driver's acceleration request (output request) can be satisfied. After the engine has started the dispensing, the vehicle is accelerated by the engine output or by the engine and engine output. In this way, the running resistance of the vehicle is small, and the output required during the deceleration is small, so that the time delay of the engine output by the engine can be compensated when the vehicle speed during the deceleration is relatively low.

On the other hand, for a high vehicle speed (V ≥ V _T ), the clutch becomes 14 similarly opened, the engine 11 stopped and leads the engine 15 a negative output, thus delaying the vehicle during recovery (generation of power) when the driver depresses the brake and the vehicle is thus decelerated. When 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 ). When the driver depresses the accelerator pedal after the braking operation, the engine starting is completed at that time so that the vehicle can travel from the initial phase of acceleration by the output of the engine and the engine. In this way, the running resistance of the vehicle is high, and the output required during acceleration is high, so that the engine is started before the accelerator pedal manipulation to prepare for the engine output that can be obtained from the initial phase of the acceleration, with an acceleration request of the driver can be satisfied if the vehicle speed during the deceleration is relatively high.

As stated above, the embodiment 1 changes a method for controlling the engine starting during the recovery delay in accordance with the vehicle speed. Thereby, a friction loss of the engine can be reduced by avoiding the unnecessary engine starting in the low vehicle speed region, and an acceleration request of a driver in the high vehicle speed region can be satisfied.

[Embodiment 2]

Based on 7 to 9 In the following, the configurations and operation of a control apparatus for a hybrid vehicle that is Embodiment 2 of the present invention will be described. The configuration of a system including a control apparatus for a hybrid vehicle that is the embodiment 2 applied to a parallel type hybrid vehicle is similar 1 , The system block diagram showing the configuration of the control apparatus for a hybrid vehicle that is Embodiment 2 is similar 2 and the modes of the hybrid vehicle are similar 3 ,

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

7 FIG. 12 shows a relationship of the engine starting method with respect to the vehicle speed V and the remaining battery capacity SOC during the recovery delay for the control apparatus for a hybrid vehicle that is Embodiment 2. FIG. In this case, during the recovery delay, the vehicle speed V 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 the recovery delay is compared with a predetermined remaining battery capacity threshold SOC _T with respect to FIG. whether it is higher than SOC _T , wherein a method for starting the engine is changed. More 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 , the engine start is executed based on the SOC. When SOC is lower than SOC _T , the engine start is executed when the driver releases the brake (B = 0). When SOC is higher than SOC _T , the engine starting is executed on the basis of the accelerator depression signal A. More specifically, the engine starting is started after the driver depresses the accelerator pedal until the accelerator opening signal A has reached a predetermined accelerator pedal depression degree (A _T ). Here, A _T denotes the degree of depression corresponding to a clearance of the accelerator pedal.

8th FIG. 10 is a flowchart showing the engine starting control of the recovery delay by the control device for a hybrid vehicle that is the embodiment 2 of the present invention. In the 8th Control shown is by a VCU 1 repeatedly executed with a predetermined period of time.

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

In step S802, a determination is made as to whether the engine 11 through the clutch 14 is separated from the drive shaft. If it is determined that the engine is disconnected, the procedure proceeds to step S803. If 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 disconnect control is executed in step S805, and the procedure proceeds to step S803. Thereafter, the current vehicle speed V is read and the procedure proceeds 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. Thereafter, the procedure 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), the control ends without engine starting control being executed. When it is determined in step S809 that the brake is released (B = 0), the procedure proceeds to step S810 where the engine starting control is executed, and in the subsequent step S811, the 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 proceeds to step S808, and subsequently, the same control as mentioned above is executed. If it is determined in step S812 that SOC is higher than SOC _T , the procedure proceeds 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 clearance A _T. When it is determined that the accelerator pedal is not depressed (A <A _T ), the control ends without the engine starting control being executed. If it is determined in step S814 that the accelerator pedal is depressed (A ≥ A _T ), the procedure proceeds to step S810 where the engine starting control is executed, and in the subsequent step S811, the clutch connection control is executed and a control sequence ends.

9 FIG. 10 is a timing chart of engine starting control of the recovery delay by the control apparatus for a hybrid vehicle that is Embodiment 2 of the present invention. FIG. In 9 For example, changes in the timing of the vehicle speed, the remaining battery capacity, the brake switch, the accelerator pedal depression degree, the engine speed, the engine output, and the engine output are shown from the top to the bottom in this order. The left side in 9 shows the state in which the remaining battery capacity is high (SOC ≥ SOC _T ) (the point M in 7 ) when the brake switch is turned 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, the clutch first becomes the high capacity remaining battery (SOC ≥ SOC _T ) 14 open, the engine 11 stopped and leads the engine 15 a negative output, so that the vehicle during the recovery (generation of power) is delayed. If the driver then releases the brake, the brake switch is turned off. Since the remaining battery capacity at this time is higher than SOC _T , the engine startup is not performed at that time (see 7 ).

When the driver depresses the accelerator pedal after the braking operation and when the accelerator pedal depression degree exceeds A _T , the engine starting is started. Since the execution of the engine start control and the clutch connection control takes a certain time, from the depression of the accelerator pedal until the start of the output from the engine, a time delay occurs. During the time, the vehicle travels through the engine so that the driver's acceleration request (output request) can be satisfied. After the engine has started the dispensing, the vehicle is accelerated by the engine output or by the engine and engine output. If the remaining battery capacity during the deceleration is relatively high in this way, the engine may spend a long time, so that the engine can compensate for the time delay of the engine output.

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

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

As mentioned above, the embodiment 2 changes a method for controlling the engine starting during the recovery delay in consideration of the remaining battery capacity. Thereby, the engine can be properly started even if the output from the engine can not be sufficiently obtained, so that the driver's acceleration request can be satisfied.

[Embodiment 3]

Based on 10 to 16 In the following, the configuration and operation of a control device for a hybrid vehicle that is Embodiment 3 of the present invention will be described. The configuration of a system including a control apparatus for a hybrid vehicle which is the embodiment 3 applied to a parallel type hybrid vehicle is similar 1 , The system block diagram showing the configuration of a control apparatus for a hybrid vehicle that is Embodiment 3 is similar 2 and the modes of the hybrid vehicle are similar 3 , The control device for a hybrid vehicle that is the embodiment 3 has a relationship of the engine starting method with respect to the vehicle speed and the remaining battery capacity during the recovery delay, which are similar 7 is.

The embodiment 3 has a feature that the engine start control, in particular, a method for controlling a starter 12 , is changed based on information about the vehicle speed during the deceleration.

10 shows the configuration of a starter system in Embodiment 3. A starter main body 12 contains a starter motor 12a , a magnetic switch 12b , a shift lever 12c , a pinion clutch 12d , a pinion gear 12e and the same. The starter motor 12a and the magnetic switch 12b be 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 the rotation of the starter motor 12a also the rotation of the pinion gear 12e means. When the magnetic switch 12b Electricity is supplied, then becomes the shift lever 12c pushed out and the pinion gear 12e with a provided in the engine ring gear 24 connected.

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

As stated above, immediately after the engine stops during the deceleration of the vehicle (when the engine is not fully stopped), an acceleration request may be issued again. In such a case, in order to start the engine, the engine may autonomously resume the operation because of the combustion recovery (combustion recovery) when the rotational speed is a predetermined value (eg, 400 min ^-1 ) or more. However, the engine can not resume autonomous operation, when the rotational speed is low (eg., 400 min ^-1 or less), so that annealing must be performed for the engine using a starter. When a typical starter requires waiting for the engine to stop completely and then perform a typical engine start, the time it takes to start the engine increases. On the other hand, the starter of the embodiment 3 enables the prompt starting the engine because of the above-mentioned pre-intervention control, even if the driver outputs an engine start request, while the engine speed is the predetermined rotational speed (400 min ^-1) or less.

11 For the control device for a hybrid vehicle that is the embodiment 3, when the deceleration is started (for example, when the driver depresses the brake), the relationship of the engine speed during the starting pre-intervention control with respect to the vehicle speed.

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

On the other hand, when the vehicle speed at the time of the deceleration start (when the brake is depressed) is higher than the threshold value V _T (the region in which the engine starting is to be executed based on the brake signal), the pre-intervention control of the starter is executed Engine must be started early. First of all, the starter is to be controlled so that the engine speed increases during the pre-engagement with the vehicle speed at the time of deceleration start. More specifically, the duty cycle for the starter motor controller may be increased with the vehicle speed at the time of the start of deceleration, thereby causing 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 in the high vehicle speed range by the pre-intervention control with rapid rotation, and can reduce the noise during pre-engagement due to the low-speed pre-intervention control in the low vehicle speed range.

12 For the control device for a hybrid vehicle that is the embodiment 3, a relationship of the engine rotation speed during the starter pre-intervention control with respect to the remaining battery capacity when the deceleration is started (eg, when the driver depresses the brake).

The starter is to be controlled so that the engine speed increases during the pre-engagement with reduction of the remaining battery capacity at the time of the delay start. More specifically, the duty cycle for the starter motor control can be increased with the reduction of the remaining battery capacity at the time of the delay start, whereby z. 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 rapid rotation when the remaining battery capacity is low, that is, when the vehicle can not 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 to be higher than the pre-intervention control rotational speed, whereby acceleration performance can be achieved when the vehicle speed is high or also when the remaining battery capacity is low.

13 FIG. 12 shows a relationship of the engine starting initial rotation speed with respect to the vehicle speed by the control device for a hybrid vehicle that is Embodiment 3 when outputting an engine start request in the state where the engine can not perform the combustion recovery during the regeneration delay (the engine revolution speed 400 min ^-1 or less) and the engine speed is not zero (the engine is not fully stopped). As based on 11 is described, the questions as to whether to execute the pre-intervention control and the engine rotation speed at which the pre-intervention control is to be executed are decided in accordance with the vehicle speed at the time of the deceleration start. That is, the engine speed that enables the engine to start depends on the engine speed at which the pre-intervention control is being performed.

14 10 shows a relationship of the engine initial speed with respect to the remaining battery capacity by the control apparatus for a hybrid vehicle that is the embodiment 3 when the engine start request is issued in the state where the engine can not perform the combustion recovery during the recovery delay (the engine speed is 400 minutes ^{). 1} or less) and the engine speed is not zero (the engine is not completely stopping). The engine speed that enables engine starting depends on engine speed at which pre-intervention control is performed.

15 FIG. 12 is a flowchart showing the engine starting control from the recovery delay by the control device for a hybrid vehicle that is Embodiment 3. FIG. In the 13 Control shown is by the VCU 1 repeatedly executed within a predetermined period of time.

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

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

If 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 disconnect control is executed in step S1205. In the subsequent step S1206, the current vehicle speed V and the remaining battery capacity SOC are read, and in the step S1207, based on the vehicle speed and the remaining battery capacity, using a previously in the ECU 2 saved map (the in 11 and in 13 shown map) the engine speed (pre-intervention speed Np) at which the pre-intervention control is to be executed. Specifically, between the calculated from the vehicle speed pre-intervention speed ( 11 ) and the pre-intervention speed calculated from the remaining battery capacity ( 13 ) is selected higher than the pre-engagement speed. In step S1208, the pre-rotation of the starter pinion is started in preparation for the pre-engagement, and the procedure proceeds to step S1203.

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

In step S1209, the current vehicle speed V is read, and in the subsequent step S1213, the current remaining battery capacity SOC is read. Subsequently, a determination is made in step S1214 as to whether the current vehicle speed V is higher than the predetermined vehicle speed V _T. If it is determined that V is higher than V _T , the procedure proceeds to step S1215, where the brake switch signal B is read, and the procedure proceeds 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), the control ends without executing the engine start control. If it is determined in step S1216 that the brake is released (B = 0), the procedure proceeds to step S1217. In step S1217 a determination is made whether the current Ne is the engine speed that allows the engine combustion recovery (≥ 400 min ^-1). When it is determined in step S1217 that Ne is the engine combustion recovery enabling rotational speed (Ne ≥ 400 min ^-1 ), the engine starting fuel injection control is executed in step S1218, and in the subsequent step S1219, the clutch connection control is executed to execute a control sequence to end.

If it is determined in step S1217 that the Ne is not the speed that the combustion recovery allows (N <400 min ^-1), is made in step S1220, a determination whether the engine stops (Ne = 0). When the engine stops, the procedure goes to step S1221 where the starter control is executed. Subsequently, in step S1218, the engine start fuel injection control is executed, and in step S1219, the clutch connection control is executed to terminate a control sequence.

If it is determined in step S1220 that the engine does not stop (0 <Ne <400 min ^-1), the procedure proceeds to step S1222, where a determination is made whether the pre-intervention control of the starter is completed. If the pre-intervention control of the starter is not completed, a control sequence ends without starting the engine.

If it is determined in step S1222 that the pre-intervention control of the starter is completed, the procedure proceeds to step S1221, where the starter control is executed. Thereafter, in step S1218, the engine start fuel injection control is executed, and in the subsequent step S1219, the clutch connection control is executed to terminate a control sequence.

If it is determined in step S1214 that V is lower than V _T , the procedure proceeds 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.

If it is determined in step S1223 that the SOC is lower than the SOC _T , the procedure proceeds to step S1215, and subsequently similar control as above is executed. If it is determined in step S1223 that the SOC is higher than SOC _T , the procedure proceeds to step S1224, where the accelerator opening signal A is read, and the procedure proceeds 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 clearance A _T. When it is determined that the accelerator pedal is not depressed (A <A _T ), the control ends without the engine starting control being executed. When it is determined in step S1225 that the accelerator pedal is depressed (A ≥ A _T ), the control proceeds to step S1217, and thereafter a similar control as above is executed.

16 FIG. 12 is a timing chart of engine starting control of the recovery delay by the control apparatus for a hybrid vehicle that is Embodiment 3 of the present invention. In 16 For example, changes in the timing of the vehicle speed, the brake switch, the accelerator opening degree, the engine speed, the clutch state, the engine output, and the engine output are shown from the top to the bottom in the order named. In the timing of the engine speed, the starter pinion speed is also described in dashed lines. The left side in 16 FIG. 14 shows the state in which, 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 = V _C : see FIG 11 ), and the right side shows the state in which at the time of the deceleration start (when the brake signal is turned on (B = 1)), the vehicle speed V is relatively high (V = V _D : see FIG 11 ). Both conditions assume a sufficiently high remaining battery capacity SOC.

When the driver lowers the brake for a low vehicle speed V (V = V _C ) so that the vehicle starts to decelerate, the engine stops and the clutch is released. At this time, the starter pinion is pre-rotated so that the pinion speed is set to the engine speed during the stop. When it then reaches the predetermined engine speed (pre-engagement 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 rotation of the engine stops 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 upon completion of the pre-intervention control, the engine start by the starter is executed immediately. Since the pre-engagement speed is set low, there is some time lag from the depression of the accelerator pedal until the engine output is started. When the vehicle speed is low, however, the engine may compensate for the acceleration over time.

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

Before the rotation of the engine stops 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 the engine start by the starter is performed immediately after completion of the preemptive control. Since the pre-engagement speed is set high, the time delay from the depression of the accelerator pedal to the beginning of the engine output is short, so that the engine output can be promptly obtained.

In Embodiment 3, when the engine revolution speed at the time of deceleration start (when the brake is depressed) is lower than the threshold value V _T (the region where the engine starting is executed based on the accelerator pedal signal), the requested output may itself be during the engine start delay time the motor output are compensated so that the pre-intervention control by the starter is not executed. Also in this case, the pre-intervention control can be performed at a very slow rotation (eg, 20 min ^-1 or less) just before the engine stop so as to reduce the noise caused by the engagement of the pinion and the engine.

As stated above, Embodiment 3 changes a method of controlling a starter (pre-intervention speed) based on the vehicle speed, and more specifically, sets a high pre-engagement speed under the condition of a high vehicle speed requiring a shortening of the engine starting time under the condition of a low vehicle speed requiring quietness of the vehicle, setting a low pre-engagement speed. Thereby, a driver's acceleration request can be satisfied while maintaining the quiet of the vehicle.

Claims (17)

A control device for a hybrid vehicle that includes an engine and an engine as a power source and that can stop the engine during deceleration of the vehicle and recover using the engine, wherein the starting time of the stopped engine in accordance with a vehicle speed or with the remaining capacity a secondary battery to supply electricity to the engine during the deceleration of the vehicle is changed. The control device for a hybrid vehicle according to claim 1, wherein the engine starting is executed in response to a brake release manipulation when a vehicle speed during the deceleration of the vehicle is higher than a predetermined vehicle speed threshold. The control device for a hybrid vehicle according to claim 1, wherein the engine starting is executed in response to a manipulation of an accelerator pedal when a vehicle speed during deceleration of the vehicle is lower than a predetermined vehicle speed threshold. The control device for a hybrid vehicle according to claim 1, wherein the engine starting in response to a manipulation for releasing a brake is performed when the remaining capacity of the secondary battery during deceleration of the vehicle is lower than a predetermined remaining battery capacity threshold. The control device for a hybrid vehicle according to claim 4, wherein the engine starting is performed in response to a manipulation of an accelerator pedal when the remaining capacity of the secondary battery during the deceleration of the vehicle is higher than a predetermined remaining battery capacity threshold. A control device for a hybrid vehicle according to claim 1, wherein the engine starting is performed in response to a brake release manipulation when the vehicle speed during the deceleration of the vehicle is higher than a predetermined vehicle speed threshold or when the remaining capacity of the secondary battery during the deceleration of the vehicle is less than a predetermined battery residue capacity threshold. The control device for a hybrid vehicle according to claim 6, wherein the engine starting is executed in response to a manipulation of an accelerator pedal when a vehicle speed during the deceleration of the vehicle is lower than a predetermined vehicle speed threshold and when the remaining capacity of the secondary battery during the deceleration of the vehicle is higher than is a predetermined remaining battery capacity threshold. A control device for a hybrid vehicle according to claim 1, 2 or 6, further comprising a starter for executing the engine start-up, wherein a method for driving the starter in accordance with a vehicle speed and an engine speed is changed when the engine start is performed. The control device for a hybrid vehicle according to claim 8, wherein the starter is controlled such that an engine speed at the time of starting the engine increases at a vehicle speed when the engine speed for starting the engine in a predetermined range of slow rotation, which is not zero, is. A control device for a hybrid vehicle according to claim 9, wherein a pre-intervention control is performed to engage a pinion of the starter with the engine before the engine stops completely, and the starter is controlled in such a way that an engine speed to execute the pre-intervention control increases at a vehicle speed at the time of the beginning of the deceleration when the engine is stopped during deceleration of the vehicle. A control device for a hybrid vehicle according to claim 1, 4 or 6, further comprising a starter for performing the engine start-up, wherein a method for driving the starter in accordance with the battery remaining capacity of the secondary battery and with an engine speed is changed when the engine start is performed , The control device for a hybrid vehicle according to claim 11, wherein the starter is controlled such that an engine speed at the time of starting the engine with decreasing the remaining battery capacity of the secondary battery at the time of starting the engine increases when the engine speed for starting the engine in a predetermined Range of slow rotation that is not null is. The hybrid vehicle control apparatus according to claim 12, wherein the starter is controlled to perform a pre-intervention control to engage a pinion of the starter with the engine before the engine completely stops, and the starter is further controlled in such a manner. that an engine speed for executing the pre-intervention control increases with a decrease in the remaining battery capacity of the secondary battery at the time of starting the deceleration when the engine is stopped during deceleration of the vehicle. A control device for a hybrid vehicle, which includes an engine and a motor as a power source and a starter for performing the engine start-up and which can stop the engine during the deceleration of the vehicle and can perform a recovery using the motor, wherein the starter for performing a Pre-intervention control to engage a pinion of the starter with the engine before the engine is fully stopped, controlled and the starter is controlled such that an engine speed for performing the pre-intervention control with the vehicle speed at the time Beginning of the deceleration increases when the deceleration of the vehicle is started and the engine is stopped if a vehicle speed at the time of the beginning of deceleration is higher than a predetermined vehicle speed threshold, engine starting is performed in response to a brake release manipulation when a vehicle speed at the time of release of the brake during deceleration is higher than the predetermined vehicle speed threshold, and the starter is controlled such that engine speed at the time of engine startup is controlled Startup of the engine at the vehicle speed at the time of manipulating a brake increases when the engine speed for starting the engine in a predetermined range of slow rotation, which is not zero. A control device for a hybrid vehicle including an engine and a motor as a power source and a starter for performing a start of the engine and a secondary battery to supply electricity to the engine, and stopping the engine during the deceleration of the vehicle and using the motor Recovery can be carried out, taking the starter is controlled to execute a pre-intervention control to make a pinion of the starter engage with the engine before the engine stops completely, and the starter is controlled such that an engine speed for executing the pre-intervention control with Decreasing the battery remaining capacity of the secondary battery at the time of starting the deceleration increases when the deceleration of the vehicle is started and the engine is stopped if the battery remaining capacity of the secondary battery is lower than a predetermined remaining battery capacity threshold at the time of starting the deceleration, the engine starting is performed in response to a brake release manipulation when the battery remaining capacity of the secondary battery at the time of releasing a brake during the deceleration is lower than a predetermined remaining battery capacity threshold, and the starter is controlled such that an engine speed increases at the time of starting the engine with decreasing the battery remaining capacity of the secondary battery at the time of brake manipulation when the engine speed for starting the engine is in a predetermined non-zero rotation range; is. A control device for a hybrid vehicle including an engine and a motor as a power source and a starter for performing a start of the engine and a secondary battery to supply electricity to the engine, and stopping the engine during the deceleration of the vehicle and using the motor Recovery can be carried out, taking the starter is controlled to execute a pre-intervention control to make a pinion of the starter engage with the engine before the engine stops completely, and the starter is controlled such that an engine speed for executing the pre-intervention control with Increase in the vehicle speed at the time of the start of the deceleration or with decrease of the remaining battery capacity of the secondary battery at the time of beginning the deceleration increases when the deceleration of the vehicle is started and the engine is stopped if a vehicle speed at the time of the deceleration starts higher than a predetermined one Vehicle speed threshold, engine starting is performed in response to a brake release manipulation when a vehicle speed at the time of releasing a brake during the deceleration is higher than a predetermined vehicle speed threshold or the battery residual 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 is controlled such that an engine speed at the time of starting the engine increases with increase of the vehicle speed at the time of brake manipulation or with decrease of the remaining battery capacity of the secondary battery at the time of brake manipulation when the engine speed for starting the engine in FIG a predetermined range of slow rotation that is not zero. A control device for a hybrid vehicle including an engine and a motor as a power source, and a starter for performing startup of the engine and a secondary battery to supply electricity to the engine, and stopping the engine during the deceleration of the vehicle and using the motor Regeneration can be performed, wherein the starter is controlled to engage a pinion of the starter with the engine after the engine is completely stopped when the deceleration of the vehicle is started and the engine is stopped, if a vehicle speed at the time of Beginning of the delay 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 the engine starting is executed in response to manipulation of an accelerator pedal when a vehicle speed at the time of releasing a brake during the deceleration is lower than a predetermined vehicle speed threshold and the battery remaining capacity of the secondary battery at the time of releasing a brake during deceleration is higher than a predetermined remaining battery capacity threshold.

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