JP2006288051A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle reducing electromagnetic noise and improving reliability in sensor-less control of a brushless motor. <P>SOLUTION: This control device for the hybrid vehicle, equipped with a motor 12 assisting running driving on power supply from a battery 14 or running driving of an engine 11, includes: a sensor-less controller for performing sensor-less control by detecting a rotor position on the basis of induced voltage of the motor 12; a controller for stopping rotation of the motor by performing two-phase short-circuit control or three-phase short-circuit control of the motor 12 under a vehicle control state where the rotational speed of the motor 12 is lower than a predetermined rotational speed; and a starter for starting the motor 12 by forced commutation for engine restart. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle.

Conventionally, a control apparatus for a hybrid vehicle having an engine and a brushless motor is known. In such a hybrid vehicle control device, the magnetic pole position of the rotor of the brushless motor is detected, the inverter is switched based on the detection result, and the drive regeneration control of the brushless motor is performed, so the magnetic pole position of the rotor is detected. There is a problem that the number of parts increases by the amount of sensor required. In recent years, in order to reduce the number of parts, there has been proposed a hybrid vehicle control apparatus that performs sensorless control that does not require a magnetic pole position sensor to determine the magnetic pole of the rotor (see, for example, Patent Document 1).
JP 2002-320398 A

However, in the above-described hybrid vehicle control device, when the magnetic pole position is to be detected with high accuracy by sensorless control in the low rotation region of the engine, harmonics are superimposed on the driving current of the brushless motor. It is necessary to determine the magnetic pole position based on the inductance change. Therefore, there is a problem that electromagnetic noise due to harmonic superposition and electromagnetic noise due to switching of the inverter are generated when determining the magnetic pole position at the time of starting the engine.
Conventionally, in order to reduce the noise when the engine is stopped, it is known to perform control to exit the resonance point between the engine and the engine mount in a short time, but the engine is detected while detecting the magnetic pole position by the sensorless control described above. When the high torque braking is performed, since the change in the rotational speed becomes large, there is a problem that the detection accuracy of the magnetic pole position may decrease.

  Therefore, the present invention provides a control device for a hybrid vehicle that can reduce electromagnetic noise and improve reliability in sensorless control of a brushless motor.

In order to solve the above-mentioned problem, the invention described in claim 1 is directed to a traveling drive or internal combustion engine (for example, the engine 11 in the embodiment) which receives power supply from a battery (for example, the battery 14 in the embodiment). In a control apparatus for a hybrid vehicle including a generator motor (for example, the motor 12 in the embodiment) that assists driving, sensorless control means (for example, sensorless control is performed by detecting a rotor position based on an induced voltage of the generator motor. In step S8), the two-phase short-circuit control or the three-phase short-circuit control of the generator motor is performed at the time of vehicle braking when the rotation speed of the generator motor is lower than a predetermined rotation speed, and the rotation of the generator motor is stopped. Braking means (for example, step S5 in the embodiment) and the generator motor when the internal combustion engine is restarted Starting means for starting the Seiten stream (e.g., step S55 in the embodiment) is characterized in that a.
With this configuration, it is possible to generate a large braking torque below the idle speed of the internal combustion engine by two-phase short-circuit control or three-phase short-circuit control, and to stop the rotation of the internal combustion engine at an early stage. Immediately before the rotation is stopped, the braking torque becomes 0, and the engine can be stopped smoothly without causing a fear of reverse rotation of the internal combustion engine, and mechanical stress can be reduced.
Furthermore, the generator motor can be started and the internal combustion engine can be restarted without performing magnetic pole discrimination by superimposing harmonics during braking by the starting means.

According to the second aspect of the present invention, before the transition from the sensorless control by the sensorless control means to the two-phase short circuit control or the three-phase short circuit control by the braking means, the stop control torque and the two-phase short circuit control at the time of the sensorless control or The difference from the short-circuit braking torque during the three-phase short-circuit control is set to a predetermined value or less.
With this configuration, when switching between the sensorless control by the sensorless control means and the two-phase short-circuit control or the three-phase short-circuit control by the braking means, the torque values of the stop control torque and the short-circuit braking torque can be made uniform. it can.

According to a third aspect of the present invention, the internal combustion engine is set in an idle state immediately after the vehicle stops, and when the stop time when the brake depression amount is equal to or greater than a predetermined depression amount exceeds a predetermined time, idle stop control is executed, and The engine is characterized by comprising stop means for executing the two-phase short-circuit control or the three-phase short-circuit control and stopping the rotation of the generator motor when the engine speed becomes equal to or lower than a predetermined speed.
With this configuration, the two-phase short-circuit control or the three-phase short-circuit control is not performed until the rotational speed of the internal combustion engine becomes equal to or lower than the predetermined rotational speed after the vehicle stops, so when the brake is released. Can immediately restart the driving of the internal combustion engine using the generator motor, and the rotation of the generator motor can be stopped only when the rotational speed of the internal combustion engine becomes equal to or lower than the predetermined rotational speed.

According to a fourth aspect of the present invention, the starter controls the ignition of the internal combustion engine by starting the generator motor by forced commutation when the brake depression amount is equal to or less than a predetermined depression amount after the rotation of the internal combustion engine is stopped. It is characterized by performing.
With this configuration, when the brake depression amount is less than or equal to the predetermined depression amount, it is determined that the occupant intends to start the vehicle, and the generator motor is smoothly moved by forced commutation that does not require determination of the magnetic pole position. The internal combustion engine can be started by driving the generator motor.

  According to the first aspect of the present invention, the two-phase short-circuit control or the three-phase short-circuit control can generate a large braking torque below the idling speed of the internal combustion engine to stop the rotation of the internal combustion engine at an early stage. Since the braking torque becomes 0 immediately before the rotation of the internal combustion engine is stopped, the internal combustion engine can be smoothly stopped without causing a concern about the reverse rotation of the internal combustion engine, and mechanical stress can be reduced. There is an effect that improvement of reliability and improvement of reliability can be achieved.

  Furthermore, since the generator motor can be started and the internal combustion engine can be restarted without performing magnetic pole discrimination due to harmonic superposition during braking by the starting means, electromagnetic noise due to harmonic superposition can be suppressed and quietness in the vehicle interior can be reduced. There is an effect that can be improved.

  According to the second aspect of the present invention, in addition to the effect of the first aspect, stop control at the time of switching between the sensorless control performed by the sensorless control unit and the two-phase short-circuit control or the three-phase short-circuit control performed by the braking unit. Since the torque values of the engine torque and the short-circuit braking torque can be made uniform, the torque level difference at the time of switching can be reduced and the internal combustion engine can be stopped smoothly, thus further improving the merchantability. There is an effect that can be done.

  According to the third aspect of the invention, in addition to the effect of the first aspect, the two-phase short-circuit control or the three-phase short-circuit control is performed until the rotational speed of the internal combustion engine becomes a predetermined rotational speed or less after the vehicle stops. Therefore, when the brake is released, the driving of the internal combustion engine can be resumed immediately using the generator motor, and the generator motor is not turned on until the rotational speed of the internal combustion engine falls below a predetermined rotational speed. Since the rotation can be stopped, there is an effect that it is possible to improve the start response of the internal combustion engine with respect to the occupant's intention to start.

  According to the invention described in claim 4, in addition to the above-described effect, it is necessary to determine the magnetic pole position by determining that the occupant has an intention to start when the brake depression amount is equal to or less than the predetermined depression amount. Since the generator motor can be smoothly started by the forced commutation, and the internal combustion engine can be started by driving the generator motor, the electromagnetic noise at the start of the generator motor can be reduced and the merchantability can be improved. There is.

  Next, a first embodiment of the present invention will be described with reference to the drawings. A control device 10 (hereinafter simply referred to as a motor control device 10) for a three-phase brushless DC motor according to this embodiment includes, for example, a brushless DC motor 12 (which is a generator motor mounted as a drive source together with an engine 11 in a hybrid vehicle). Hereinafter, the motor 12 is simply driven and controlled. The motor 12 includes a rotor (not shown) having a permanent magnet used for a field and a stator that generates a rotating magnetic field that rotates the rotor. (Not shown). The motor 12 has a drive shaft directly connected to a crankshaft of the engine (internal combustion engine) 11 and is connected to the drive wheels W via a start clutch 7 and a transmission T (for example, CVT: Continuously Variable Transmission). Yes. For example, as shown in FIG. 1, the motor control device 10 includes a power drive unit (PDU) 13, a gate signal generation unit 9, a battery (capacitor) 14, a control unit 15, an angle error calculation unit 16, and an observer. 17. Since the crankshaft of the engine 11 and the drive shaft of the motor 12 are directly connected, the rotational speeds of the engine 11 and the motor 12 are the same.

In this motor control device 10, the drive and regenerative operation of a motor 12 having a plurality of phases (for example, U-phase, V-phase, and W-phase) is received by a control command output from the control unit 15 and is a power drive unit (PDU). 13 is performed.
The PDU 13 includes, for example, a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of switching elements of transistors, and is connected to a high-voltage battery 14 that exchanges electric energy with the motor 12. Has been.
The PDU 13 is a battery based on command values (U-phase AC voltage command value Vu, V-phase AC voltage command value Vv, W-phase AC voltage command value Vw) output from the gate signal generator 9 when the motor 12 is driven, for example. The U-phase current corresponding to each voltage command value Vu, Vv, and Vw is obtained by converting the DC power supplied from 14 into 3-phase AC power and sequentially commutating the energization of the stator windings of the 3-phase motor 12. Iu, V phase current Iv and W phase current Iw are output to each phase of motor 12.

  The gate signal generation unit 9 is connected to the control unit 15 and an engine control unit (FI) 8 to be described later. Usually, a command value output from the control unit 15 is output to the PDU 13 as it is, and the engine control unit 8 When a short-circuit command and a commutation command are output as control commands, a command value for three-phase short-circuit control or forced commutation preset for the PDU 13 by cutting off the gate signal from the control unit 15 is output. Is output. Here, the former command value for three-phase short circuit braking is to turn on all the inverters of the high side arm or the low side arm of the PWM inverter of the PDU 13. On the other hand, the latter command value for forced commutation is for energizing a predetermined two phases of the three phases of the PDU 13 to forcibly rotate the rotor of the motor 12 to place the magnetic pole position at a specific position. It is.

The control unit 15 performs current feedback control on the dq coordinate forming the rotation orthogonal coordinate, calculates each voltage command value Vu, Vv, Vw based on the Id command and the Iq command, and applies pulse width modulation to the PDU 13. While inputting a signal, the d-axis current Id and the q-axis current Iq obtained by converting the phase currents Iu, Iv, and Iw actually supplied from the PDU 13 to the motor 12 on the dq coordinate, the Id command and the Iq command Control is performed so that each deviation becomes zero.
The control unit 15 includes, for example, a current command input unit 21, subtractors 22 and 23, a current feedback control unit 24, a dq-3 phase conversion unit 25, and a three phase-dq conversion unit 26. Has been.

  The engine control unit 8 is connected to an accelerator opening (ACC) sensor, a brake (BRK) sensor, and an engine speed (Ne) sensor. For example, an accelerator operation amount related to an accelerator pedal depression operation, an engine speed, and a brake depression A required torque value is calculated based on the amount, and a portion of the calculated torque value to be generated by the motor 12 is output to the current command input unit 21 as a torque command. Further, the engine control unit 8 is connected to the gate signal generation unit 9 and outputs a short-circuit command and a commutation command as control commands based on detection results of the accelerator opening sensor, the brake sensor, and the engine speed sensor. ing. For convenience of illustration, connection between the engine control unit 8 and the engine 11 and various control units is omitted.

The current command input unit 21 calculates a current command for designating each phase current Iu, Iv, Iw to be supplied from the PDU 13 to the motor 12 based on the torque command from the engine control unit 8. The Id command and the Iq command on the rotating orthogonal coordinates are output to the subtracters 22 and 23.
The dq coordinates forming the rotation orthogonal coordinates are, for example, a field magnetic flux direction of a permanent magnet of the rotor as a d axis (field axis), and a direction orthogonal to the d axis as a q axis (torque axis). , And an electric angular velocity ω (hereinafter simply referred to as a rotational angular velocity ω). As a result, an Id command and an Iq command, which are DC signals, are given as current commands for an AC signal supplied from the PDU 13 to each phase of the motor 12.

The subtractor 22 calculates a deviation ΔId between the Id command and the d-axis current Id, and the subtractor 23 calculates a deviation ΔIq between the Iq command and the q-axis current Iq. The deviations ΔId and ΔIq output from the subtracters 22 and 23 are input to the current feedback control unit 24.
The current feedback control unit 24 controls and amplifies the deviation ΔId to calculate the d-axis voltage command value Vd, for example, by PI (proportional integration) operation, and controls and amplifies the deviation ΔIq to calculate the q-axis voltage command value Vq. The d-axis voltage command value Vd and the q-axis voltage command value Vq output from the current feedback control unit 24 are input to the dq-3 phase conversion unit 25.

The dq-3 phase conversion unit 25 uses the estimated rotation angle θ ^ with respect to the rotor rotation angle input from the observer 17 described later, to calculate the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate. The U-phase AC voltage command value Vu, the V-phase AC voltage command value Vv, and the W-phase AC voltage command value Vw on the three-phase AC coordinates that are stationary coordinates are converted.
The voltage command values Vu, Vv, Vw output from the dq-3 phase converter 25 are the gate signal generator described above as a switching command (for example, a pulse width modulation signal) for turning on / off the switching element of the PDU 13. 9 is input to the PDU 13.

  The three-phase-dq converter 26 converts the phase currents Iu, Iv, Iw, which are currents on the stationary coordinates, to the motor 12 using the estimated rotational angle θ ^ with respect to the rotational angle of the rotor input from the observer 17 described later. Are converted into a d-axis current Id and a q-axis current Iq on a rotation coordinate, that is, a dq coordinate. For this reason, the three-phase-dq converter 26 outputs the phase currents Iu, Iv, Iw supplied to the stator windings of the respective phases of the motor 12 from at least two phase current detectors 27, 27. Detection values (for example, U-phase current Iu, W-phase current Iw) are input. The d-axis current Id and the q-axis current Iq output from the three-phase-dq conversion unit 26 are output to the subtracters 22 and 23.

The angle error calculation unit 16 calculates the angle difference θe as a sine value when the angle difference θe (= θ−θ ^) between the estimated rotation angle θ ^ relative to the rotation angle of the rotor and the actual rotation angle θ is a relatively small value. By utilizing the fact that approximation by sin θe is possible (θe≈sin θe), for example, the angle difference θe is calculated based on the sine value sin θe and the cosine value cos θe of the angle difference θe included in the circuit equation by the dq axis calculation model, and the observer 17 Output to.
The angle error calculation unit 16 includes, for example, a model calculation unit 31, an angular velocity state quantity calculation unit 32, and a normalization unit 33.

  The model calculation unit 31 includes a d-axis voltage command value Vd and a q-axis voltage command value Vq output from the current feedback control unit 24, and a d-axis current Id and a q-axis current Iq output from the three-phase-dq conversion unit 26. Based on the above, the sine component Vs and the cosine component Vc of the induced voltage composed of the sine value sin θe and the cosine value cos θe of the angle difference θe are expressed by the circuit equation on the dq coordinate described as shown in the following formula (1), for example. calculate. In Equation (1) below, ω is the rotational angular velocity of the rotor, Ke is the induced voltage constant, r is the phase resistance value, and L is the inductance component value.

The angular velocity state quantity calculation unit 32 uses a rotation angular velocity ω and an induced voltage constant as a state quantity proportional to the rotation angular velocity ω used in the normalization process in the normalization unit 33 described later, for example, as shown in the following formula (2). A value (ωKe) obtained by multiplying Ke is calculated based on the sine component Vs and cosine component Vc of the induced voltage calculated by the model calculation unit 31, and is output to the normalization unit 33.
As shown in FIG.

The normalization unit 33 divides the sine component Vs of the induced voltage calculated by the model calculation unit 31 by a state quantity (for example, ω Ke) proportional to the rotational angular velocity ω calculated by the angular velocity state quantity calculation unit 32. Thus, an angle difference approximate value approximated to the angle difference θe (−Vs / (Vs2 + Vc2) 1 / 2≈θe) is calculated and input to the observer 17.
That is, when the angle difference estimated value θes is set as a value obtained by multiplying the angle difference θe by the rotational angular velocity ω and the induced voltage constant Ke, the angle difference estimated value θes is the sine of the induced voltage in the above equation (1). In the component Vs, the sinusoidal value sin θe is approximated by the angle difference θe (θe≈sin θe), and the voltage drop due to the phase resistance value r is ignored, for example, as shown in the following formula (3).

Here, in the above equation (3), for example, if there is an error ΔL in the inductance component value L, the angle difference estimated value θes is described as shown in the following equation (4), for example, and the angle difference θe is a constant value. Even so, the error increases in proportion to the rotational angular velocity ω.
That is, in the following mathematical formula (4), the term (ωΔLIq) including the error ΔL is an error of the angle difference estimated value θes when the angle difference θe is zero, and increases in proportion to the rotational angular velocity ω. For this reason, in the relatively high rotation state of the motor 12, the error of the estimated angle difference value θes increases compared to the relatively low rotation state of the motor 12.

  Here, when the estimated angle difference value θes according to the above equation (4) is divided by a value ωK (K is an arbitrary constant) proportional to the rotational angular velocity ω, as shown in the following equation (5), the estimated angle difference value θes. The error is a value that does not depend on the rotational angular velocity ω.

  Therefore, the observer 17 uses the angular velocity state quantity calculation unit 32 to generate the sine component Vs of the induced voltage approximated to the estimated angle difference value θes as shown in the equation (5), as shown in the equation (2). A value (Vs / (Vs2 + Vc2) 1/2) obtained by dividing by a state quantity (for example, ωKe) proportional to the calculated rotational angular velocity ω, that is, an angle difference approximation value (−Vs / Let (Vs2 + Vc2) 1 / 2≈θe) be an input value for the follow-up calculation process. Then, the observer 17 sequentially updates the estimated rotation angle θ ^ by performing the follow-up calculation process so that the input value (that is, the angle difference θe) converges to zero, for example, as shown in the following formula (6). The convergence value of the estimated rotation angle θ ^ is output to the dq-3 phase conversion unit 25 and the 3 phase-dq conversion unit 26 of the control unit 15. Here, the observer 17 includes an angle difference correction unit 34. The angle difference correction unit 34 corrects the angle difference θe when the cosine component Vc of the angle difference is a negative value, and the angle difference θe. The angle difference θe is corrected in accordance with the magnitude relationship between the absolute values of the sine component Vs and the cosine component Vc.

In the following mathematical formula (6), n is an arbitrary natural number indicating the number of times of the follow-up calculation process repeatedly executed at a predetermined time period Δt, and K1 is a control gain (feedback gain) related to the estimated rotation angle θ ^. , K2 is a control gain (feedback gain) related to the estimated rotational angular velocity value ω ^, and K˜ is an appropriate proportional coefficient including a positive / negative sign.
Further, in the following mathematical formula (6), offset is a rotation angle of the rotor that is appropriately set, for example, when the motor 12 is in a relatively low rotation state or when, for example, the actual rotation angle θ is calculated.

The motor control device 10 according to the first embodiment has the above-described configuration. Next, refer to FIGS. 2 to 4 for the operation of the motor control device 10, particularly, the motor braking control process when the vehicle stops. While explaining.
First, in step S1, it is determined whether or not the accelerator is OFF. If the determination result is “YES” (accelerator OFF), the process proceeds to step S2, and if the determination result is “NO” (accelerator ON), the motor braking control process is terminated assuming that there is no intention of the passenger to stop. In step S2, it is determined whether or not the brake is on. If the determination result is “YES” (brake ON), the process proceeds to step S3, and if the determination result is “NO” (brake OFF), the process proceeds to step S8.

  In step S3, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N1 (for example, about 750 rpm). If the determination result is “YES” (Ne <N1), the process proceeds to step S4, and if the determination result is “NO” (Ne ≧ N1), the process proceeds to step S8. In step S4, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N2 (for example, about 400 rpm). If the determination result is “YES” (Ne <N2), the process proceeds to step S5, and if the determination result is “NO” (Ne ≧ N2), the process proceeds to step S7. Here, the rotational speed N1 is set to be larger than the rotational speed N2.

  In step S5, three-phase short circuit control of the motor is performed and the process proceeds to step S6. In step S6, a minimum motor torque calculation value (hereinafter simply abbreviated as a torque calculation value) ESR_TRQ necessary for stopping the engine, which is the stop control torque, is set to 0, and the motor braking control process is terminated. Here, since the motor torque for stopping the engine is not required in the three-phase short-circuit control, the torque calculation value ESR_TRQ is set to 0 which is an initial value.

  In step S7, a sensorless engine stop regeneration process is performed and the motor braking control process is terminated. In step S8, normal regenerative control is performed. In step S9, the torque calculation value ESR_TRQ is set to 0 in the same manner as in step S6 described above, and the motor braking control process is terminated. Here, the normal regenerative control in step S8 is performed by sensorless control that determines the magnetic pole position of the rotor based on a change in the induced voltage generated by the motor when the motor rotates.

  In step S10, the command torque (hereinafter simply referred to as command torque) QTAR from the engine control unit side is the torque generated by the motor when the three-phase short-circuit control, which is a short-circuit braking torque, is performed (hereinafter simply referred to as short-circuit torque). It is determined whether or not it is larger than SH_TRQ. When the determination result is “YES” (QTAR> ESR_TRQ), the process proceeds to step S11, and when the determination result is “NO” (QTAR ≦ ESR_TRQ), the process proceeds to step S17. Here, as shown in FIG. 11, for example, as shown in FIG. 11, the short-circuit torque SH_TRQ causes the torque (Nm: vertical axis) to shift from the low torque state to the high torque state as the engine speed (rpm: horizontal axis) decreases. When the low torque state is reached and the engine speed finally becomes zero, the torque becomes zero. This change in torque value is unique to each motor, but when the engine is stopped, the braking force by the short-circuit torque SH_TRQ becomes maximum near the resonance point of vibration between the engine and the engine mount that supports the engine. ing. Therefore, the resonance point between the engine and the engine mount can be passed in a short time.

  The short-circuit torque SH_TRQ can be calculated using the following formula (7). In the following formula (7), T is a short-circuit torque, R is a phase resistance, ω is an electrical angular velocity, Ke is an induced voltage constant, and Ld and Lq are inductance component values of the field axis and the torque axis, respectively.

  In step S11, it is determined whether or not the command torque QTAR is larger than the torque calculation value ESR_TRQ. When the determination result is “YES” (QTAR> ESR_TRQ), the process proceeds to step S12, and when the determination result is “NO” (QTAR ≦ ESR_TRQ), the process proceeds to step S13.

  In step S12, the current value of the command torque QTAR is set as the value of the torque calculation value ESR_TRQ, and the process proceeds to step S16. In step S13, the torque calculation value ESR_TRQ is subtracted, and the process proceeds to step S14. In step S14, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a value obtained by subtracting a predetermined torque α (for example, 2 to 3 Nm) from the short-circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S15, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ−α), the process proceeds to step S16.

  In step S15, the torque value of the short-circuit torque SH_TRQ is set as the torque value of the torque calculation value ESR_TRQ, and the process proceeds to step S16. In step S16, the torque value of the torque calculation value ESR_TRQ is set to the motor control command torque Command_TRQ, and the process returns to the main flow.

  In step S17, it is determined whether or not the command torque QTAR is larger than the torque calculation value ESR_TRQ. If the determination result is “YES” (QTAR> ESR_TRQ), the process proceeds to step S18, and if the determination result is “NO” (QTAR ≦ ESR_TRQ), the process proceeds to step S19. In step S18, the command torque QTAR is set to the torque calculation value ESR_TRQ, and the process proceeds to step S16 to perform the above-described processing.

  In step S19, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ), the process proceeds to step S18, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ), the process proceeds to step S20.

  In step S20, the torque calculation value ESR_TRQ is added, and the process proceeds to step S21. In step S21, it is determined whether or not the torque calculation value ESR_TRQ is larger than a value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ. If the determination result is “YES” (ESR_TRQ> SH_TRQ + α), the process proceeds to step S22. If the determination result is “NO” (ESR_TRQ ≦ SH_TRQ + α), the process proceeds to step S16 and the above-described processing is performed. In step S22, the short circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ, and the process proceeds to step S16 to perform the above-described processing.

  That is, in the motor braking control process described above, the occupant's intention to accelerate and stop is determined according to the accelerator and brake states during vehicle travel (step S1, step S2), or the brake pedal is not depressed, or Even if the brake pedal is depressed, if the engine rotational speed Ne is in a high rotational speed region higher than the predetermined rotational speed N1, regeneration control of the motor is performed by normal sensorless control (step S8).

  When the brake is depressed by the occupant (YES in step S2), the engine speed Ne gradually decreases, but when the engine speed Ne enters a rotation region between the speed N1 and the speed N2. (YES in step S3 and step S4) As a process for suppressing the torque step generated when switching to the three-phase short circuit control, a process (step S7) for bringing the torque calculation value ESR_TRQ closer to the short circuit torque SH_TRQ is performed.

  Specifically, since torque calculation value ESR_TRQ is the initial value 0 as described above, when command torque QTAR is larger than short-circuit torque SH_TRQ (YES in step S10), torque calculation value is larger than command torque QTAR. Since ESR_TRQ becomes large (YES in step S11), a command torque QTAR closer to the short circuit torque is set to the torque calculation value ESR_TRQ (step S12), and the torque calculation value ESR_TRQ is brought close to the short circuit torque SH_TRQ.

  Thereafter, the torque calculation value ESR_TRQ is gradually brought closer to the short-circuit torque SH_TRQ by subtraction processing (step S13), and when the torque calculation value ESR_TRQ enters a lower torque range than the value obtained by subtracting the predetermined torque α from the short-circuit torque SH_TRQ. (YES in step S14) The torque calculation value ESR_TRQ is completely matched with the short-circuit torque SH_TRQ (step S15).

  On the other hand, when the command torque QTAR is equal to or less than the short circuit torque SH_TRQ (NO in step S10), the command torque QTAR is smaller than the torque calculation value ESR_TRQ, and further, the short circuit torque SH_TRQ is smaller than the torque calculation value ESR_TRQ ( NO in step S17, YES in step S19). Therefore, the command torque QTAR is set as the initial torque matching with respect to the torque calculation value ESR_TRQ set to the initial value 0 (step S18). Here, since the command torque QTAR is located closer to the short circuit torque SH_TRQ than the torque calculation value ESR_TRQ, the torque calculation value ESR_TRQ approaches the short circuit torque SH_TRQ.

  Since this torque calculation value ESR_TRQ is smaller than the short-circuit torque SH_TRQ, it is increased by the addition process (step S20), and enters a torque range larger than the value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ ( In step S21, the process of adding the torque calculation value ESR_TRQ is stopped, and the short-circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ (step S22) to completely match the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ. The normal regeneration control is continued until the engine speed Ne falls below the speed N2.

Next, an idle stop determination process when the vehicle is stopped will be described with reference to FIGS.
First, in step S30, it is determined whether or not the accelerator is OFF. When the determination result is “YES” (accelerator OFF), the process proceeds to step S31, and when the determination result is “NO” (accelerator ON), the process proceeds to step S44. In step S31, it is determined whether or not the brake is ON. If the determination result is “YES” (brake ON), the process proceeds to step S32. If the determination result is “NO” (brake OFF), the process proceeds to step S44.

  In step S32, it is determined whether or not the engine rotational speed Ne is smaller than a predetermined rotational speed N2. If the determination result is “YES” (Ne <N2), the process proceeds to step S33, and if the determination result is “NO” (Ne ≧ N2), the process proceeds to step S42. In step S33, idle control is performed when the starting clutch is off. In step S34, it is determined whether or not the brake pedal force is greater than a preset pedal force Pbks1. If the determination result is “YES” (brake pedal force> Pbks1), the process proceeds to step S35. If the determination result is “NO” (brake pedal force ≦ Pbks1), the idling stop determination process is terminated. Here, the pedaling force Pbks1 is a threshold value for determining the occupant's intention to stop.

  In step S35, a timer is started. In step S36, it is determined again whether or not the brake pedal force is greater than the pedal force Pbks1. When the determination result is “YES” (brake pedal force> Pbks1), the process proceeds to step S37, and when the determination result is “NO” (brake pedal force ≦ Pbks1), the process proceeds to step S41. In step S37, it is determined whether or not the timer has expired. If the determination result is “YES” (timer end), the process proceeds to step S38. If the determination result is “NO” (timer continuation), the process returns to step S36 and the above-described processing is repeated.

  In step S38, an engine stop control process is performed. In step S39, it is determined whether or not the brake pedal force is equal to or less than a predetermined pedal force Pbks2. If the determination result is “YES” (brake pedaling force ≦ Pbks2), the process proceeds to step S40. If the determination result is “NO” (brake pedaling force> Pbks2), the process of step S39 is repeated. In step S40, an engine start control process is performed and the idle stop determination process is terminated.

In step S41, the timer is reset and the idle stop determination process ends.
In step S42, fuel cut of the engine is performed, and in step S43, regeneration control by the motor is performed, and the idle stop determination process is ended.
In step S44, normal combustion process control of the engine is performed and the idle stop determination process is terminated.

In step S45, it is determined whether the engine (ENG) drive flag is 1. If the determination result is “YES” (ENG drive flag = 1), the process proceeds to step S46, and if the determination result is “NO” (ENG drive flag ≠ 1), the process of step S45 is repeated.
In step S46, it is determined whether the ignition (IG) is ON. If the determination result is “YES” (IG is ON), the process proceeds to step S47. If the determination result is “NO” (IG is OFF), the process returns to step S45 and the above-described processing is repeated.

  In step S47, it is determined whether or not the engine rotational speed Ne is smaller than the rotational speed N2. If the determination result is “YES” (Ne <N2), the process proceeds to step S48, and if the determination result is “NO” (Ne ≧ N2), the process proceeds to step S51. In step S48, three-phase short-circuit control is performed to turn on all the high-side arms or low-side arms of the PWM inverter, and the process proceeds to step S49. On the other hand, in step S51, fuel cut is performed, and motor regeneration control is performed in step S52, and the above-described processing in step S47 is performed again.

  In step S49, it is determined whether or not the engine speed Ne is substantially zero. If the determination result is “YES” (Ne≈0), the process proceeds to step S50. If the determination result is “NO” (Ne≈0 is not 0), the process returns to step S48 and the above-described processing is repeated. In step S50, the engine drive flag is set to 0 and the process returns.

In step S53, it is determined whether the engine drive flag is 0 or not. When the determination result is “YES” (ENG drive flag = 0), the process proceeds to step S54, and when the determination result is “NO” (ENG drive flag ≠ 0), the process of step S53 is repeated.
In step S54, it is determined whether the ignition is ON. If the determination result is “YES” (IG is ON), the process proceeds to step S55. If the determination result is “NO” (IG is OFF), the process returns to step S53 and the above-described processing is repeated.

  In step S55, the motor is started by moving the rotor position to a predetermined position by forced commutation for energizing two of the three phases of the motor using a PWM inverter. In step S56, it is determined whether or not the engine speed Ne is greater than the idle speed Nidls. If the determination result is “YES” (Ne> Nidls), the process proceeds to step S57. If the determination result is “NO” (Ne ≦ Nidls), the process returns to step S54 and the above-described processing is repeated.

  In step S57, ignition control of the engine is started, and in step S58, it is determined whether or not the engine has completely exploded by ignition control. If the determination result is “YES” (complete explosion), the process proceeds to step S59. If the determination result is “NO” (not complete explosion), the process returns to step S57 and the above-described processing is repeated. In step S59, the engine drive flag is set to 1 and the routine returns.

  That is, in the idling stop determination process described above, when it is determined that the occupant intends to stop the vehicle (YES in step S30 and step S31), the engine speed Ne enters a low speed region where the engine speed Ne is lower than the predetermined speed N2. Then, in preparation for stopping the rotation of the engine, the starting clutch is disconnected (step S33). Then, when the state where the brake pedal force exceeds the predetermined value Pbks1 continues for a predetermined time, the process proceeds to the engine stop control process.

  In the engine stop process, when the engine is in a driving state (YES in step S45) and the engine speed Ne is equal to or higher than the predetermined speed N2, engine fuel cut and regenerative control that are normal regenerative control are performed (step S51). On the other hand, if the engine rotational speed Ne is smaller than the predetermined rotational speed N2, the motor is stopped by performing three-phase short-circuit control of the motor by the PWM inverter (step S48).

  On the other hand, in the engine start process, the motor is started by forced commutation in a so-called engine idling stop state (step S55), and the engine speed Ne is increased to the idling speed Nidls or more by the increase in the motor speed. At that point (YES in step S58), ignition control is started and the engine is restarted.

  Therefore, according to the first embodiment described above, when the engine rotational speed Ne is in the rotational speed range lower than the predetermined rotational speed N2 equal to or lower than the idle rotational speed, large braking is performed by the three-phase short-circuit control of the motor 12. Since torque can be generated, the rotation of the engine 11 can be stopped early. Further, immediately before the engine 11 stops rotating, the braking torque of the three-phase short-circuit control naturally becomes zero, and the engine 11 can be smoothly stopped without causing the fear of reverse rotation, thereby reducing mechanical stress. As a result, it is possible to improve merchantability and reliability.

  Further, when the engine 11 is started, the motor 12 can be started by forced commutation without determining the magnetic pole position by sensorless control using harmonics, and the engine 11 can be restarted. This can improve the quietness of the passenger compartment.

  Then, when the engine speed Ne is in a high rotation region, the torque values ESR_TRQ and short-circuit torque SH_TRQ at the time of switching between the normal sensorless control in step S8 and the three-phase short-circuit control in step S5 are determined in step S7. Therefore, the engine 11 can be stopped smoothly by reducing the torque step when shifting from the sensorless control in step S8 to the three-phase short-circuit control in step S5. As a result, further improvement in merchantability is achieved. Can be achieved.

  In addition, since the fuel cut to the engine 11 is performed in step S42 and the engine speed Ne does not shift to the three-phase short-circuit control until the engine speed Ne becomes the engine speed N2 or less, even if the brake changes to the OFF state during this time, In addition, the drive of the engine 11 can be resumed by increasing the rotational speed of the motor 12. The rotation of the motor 12 can be stopped by the three-phase short-circuit control only after the engine speed Ne becomes equal to or lower than the speed N2 and the occupant's intention to stop is certain. Therefore, the start responsiveness of the engine 11 with respect to the occupant's intention to start can be improved.

  Furthermore, if it is determined in step S39 that the brake depression amount has become equal to or less than the predetermined depression amount Pbks2 after the engine 11 has stopped rotating due to idling stop, it is determined that the occupant intends to leave the vehicle, and the motor 12 is immediately subjected to forced commutation. Since the engine 11 can be started by driving the motor 12 before the start clutch 7 is engaged, the engine 11 can be started smoothly while reducing electromagnetic noise when the motor 12 is started. , Can improve the merchantability.

  When the engine 11 is determined to be idle stopped, the engine pedaling force is monitored in step S36 until the engine speed Ne falls below the engine speed N2 and the timer ends in step S37. The brake pedaling force falls below the pedaling force Pbks1. At this time, the timer can be reset and the engine idle stop can be stopped, so that the responsiveness of the vehicle to the occupant's intention to start can be improved.

  In the sensorless regeneration process, the torque calculation value ESR_TRQ is processed so as to approach the short-circuit torque SH_TRQ in the rotation speed region between the rotation speed N1 and the rotation speed N2, but the command torque QTAR is calculated from the torque calculation value ESR_TRQ. Since the torque calculation value ESR_TRQ can be greatly displaced up to the value of the command torque QTAR when the torque calculation value ESR_TRQ is close to the short-circuit torque SH_TRQ, the time required to align the values of the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ can be shortened. .

  Next, a second embodiment will be described based on FIGS. 8 to 10 and FIG. Here, in the second embodiment, the motor braking control process shown in FIGS. 2 to 4 of the first embodiment described above is replaced with the motor braking control process shown in FIGS. Therefore, the description which overlaps with 1st Embodiment is abbreviate | omitted. In the second embodiment, the torque step is negligible because the engine speed Ne is sufficiently reduced on the low rotation side from the maximum short-circuit torque SH_TRQMAX.

  First, in step S100, it is determined whether or not the accelerator is OFF. If the determination result is “YES” (accelerator OFF), the process proceeds to step S101, and if the determination result is “NO” (accelerator ON), the motor braking control process is terminated assuming that there is no intention of the passenger to stop.

In step S101, it is determined whether the brake is on. When the determination result is “YES” (brake ON), the process proceeds to step S102, and when the determination result is “NO” (brake OFF), the process proceeds to step S107. In step S102, it is determined whether or not the engine speed Ne is smaller than N1. If the determination result is “YES” (Ne <N1), the process proceeds to step S103, and if the determination result is “NO” (Ne ≧ N1), the process proceeds to step S107.
In step S103, it is determined whether the three-phase short circuit permission flag F_SHENB is 1. When the determination result is “YES” (F_SHENB = 1), the process proceeds to step S104, and when the determination result is “NO” (F_SHENB = 0), the process proceeds to step S106. In step S104, three-phase short-circuit control is performed to maintain all three phases of the high-side arm or low-side arm of the PWM inverter in the ON state, and the process proceeds to step S105. In step S105, the torque calculation value ESR_TRQ is set to 0, and this process ends.

  On the other hand, in step S106, a sensorless regeneration process is performed and the process ends. In step S107, normal regenerative control is performed, and in step S108, the torque calculation value ESR_TRQ is set to 0, and this process ends.

  Next, in step S109, it is determined whether or not the command torque QTAR is greater than the maximum short-circuit torque SH_TRQMAX. If the determination result is “YES” (QTAR> SH_TRQMAX), the process proceeds to step S111, and if the determination result is “NO” (QTAR ≦ SH_TRQMAX), the process proceeds to step S110. In step S110, the maximum short-circuit torque SH_TRQMAX is set in the command torque QTAR, and the process proceeds to step S111. Here, in step S109 and step S110, the limit processing for the command torque QTAR is performed. Specifically, when the command torque QTAR is smaller than the maximum short-circuit torque SH_TRQMAX, the maximum short-circuit torque SH_TRQMAX is set to the command torque QTAR. Thus, the command torque QTAR is displaced within the braking torque range of the short-circuit torque SH_TRQ. The maximum short-circuit torque SH_TRQMAX is referred to as “maximum” in the sense that the braking torque by the short-circuit torque SH_TRQ is maximized.

  In step S111, it is determined whether or not the command torque QTAR is greater than the short-circuit torque SH_TRQ. When the determination result is “YES” (QTAR> SH_TRQ), the process proceeds to step S112, and when the determination result is “NO” (QTAR ≦ SH_TRQ), the process proceeds to step S120. In step S112, it is determined whether or not the command torque QTAR is smaller than the torque calculation value ESR_TRQ. If the determination result is “YES” (QTAR <ESR_TRQ), the process proceeds to step S113, and if the determination result is “NO” (QTAR ≧ ESR_TRQ), the process proceeds to step S117.

  In step S113, the command torque QTAR is set to the torque calculation value ESR_TRQ. In step S114, the three-phase short circuit permission flag F_SHENB is set to 0, and the process proceeds to step S115. In step S115, the torque calculation value ESR_TRQ is set to the motor control command torque Command_TRQ. In step S116, the command torque QTAR is set in the buffer Buf1 and the process returns to the main flow.

  On the other hand, in step S117, the engine stop control torque ESR_TRQ is subtracted. In step S118, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a value obtained by subtracting the predetermined torque α from the short-circuit torque SH_TRQ. If the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S119, and if the determination result is “NO” (ESR_TRQ ≧ SH_TRQ-α), the process proceeds to step S115 described above. In step S119, the short-circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ, and the three-phase short-circuit permission flag F_SHENB is set to 1, and the process proceeds to step S115 described above.

In step S120, it is determined whether or not the command torque QTAR is smaller than the torque calculation value ESR_TRQ. When the determination result is “YES” (QTAR <ESR_TRQ), the process proceeds to step S126, and when the determination result is “NO” (QTAR ≧ ESR_TRQ), the process proceeds to step S121.
In step S121, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ), the process proceeds to step S122, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ), the process proceeds to step S126. In step S122, it is determined whether or not the buffer Buf1 is equal to or greater than the command torque QTAR. When the determination result is “YES” (Buf1 ≧ QTAR), the process proceeds to step S123, and when the determination result is “NO” (Buf1 <QTAR), the process proceeds to step S126. In step S123, the torque calculation value ESR_TRQ is held and the process proceeds to step S124. On the other hand, in step S126, the command torque QTAR is set to the calculation value ESR_TRQ and the process proceeds to step S124.

  In step S124, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a torque value obtained by subtracting the predetermined torque α from the short circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S125, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ-α), the process proceeds to step S127. In step S125, the three-phase short circuit permission flag F_SHENB is set to 0, and the process proceeds to step S115.

  In step S127, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the torque value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ + α), the process proceeds to step S128, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ + α), the process proceeds to step S125 described above. In step S128, the short-circuit torque SH_TRQ is set to ESR_TRQ and the three-phase short-circuit permission flag F_SHENB is set to 1, and the process proceeds to the above-described step S115.

  That is, in the motor braking control process of the second embodiment described above, when the occupant intends to stop while the vehicle is traveling, for example, as shown in FIG. 12, the engine speed Ne is set to a predetermined speed N1. If the low rotation region is entered, the normal regeneration control is shifted to the sensorless regeneration process (YES in step S102).

  In the sensorless regeneration process, when the command torque QTAR is larger than the short-circuit torque SH_TRQ (YES in step S111) and the torque calculation value ESR_TRQ is larger than the command torque QTAR (YES in step S112), the torque calculation value ESR_TRQ is reduced to the short-circuit torque. The command torque QTAR is set to the torque calculation value ESR_TRQ so as to be close to SH_TRQ.

  Thereafter, the torque calculation value ESR_TRQ is decreased by subtraction processing (step S117), and when the torque calculation value ESR_TRQ is sufficiently close to the short circuit torque SH_TRQ (YES in step S118), the subtraction processing is stopped and the short circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ. Then, after these are completely matched, the three-phase short-circuit control is permitted (step S119).

  Further, when the command torque QTAR is smaller than the maximum short-circuit torque SH_TRQMAX, SH_TRQMAX is set to the command torque QTAR by a limit process (step S110). That is, unless the short-circuit torque SH_TRQ is not the maximum short-circuit torque SH_TRQMAX, the command torque QTAR is smaller than the short-circuit torque SH_TRQ (NO in step S11). That is, since the torque calculation value ESR_TRQ in the initial state is larger than the command torque QTAR (YES in step S120), the command torque QTAR is set to the torque calculation value ESR_TRQ as the initial torque adjustment, and then this torque calculation value ESR_TRQ is set. Holding (step S123), the torque calculation value ESR_TRQ is relatively shifted in a direction in which the difference from the short-circuit torque SH_TRQ decreases (for example, the direction of the arrow in FIG. 12) as the short-circuit torque SH_TRQ decreases. . When the short-circuit torque SH_TRQ is sufficiently close to the torque calculation value ESR_TRQ (NO in step S124 and YES in step S127), the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ are completely matched to allow three-phase short-circuit control. (Step S128).

  Therefore, according to the above-described second embodiment, even if the engine speed Ne is higher than the predetermined speed N2 of the first embodiment described above, the torque calculation value is calculated as the short-circuit torque SH_TRQ. Since it is possible to shift to the three-phase short-circuit control when ESR_TRQ approaches sufficiently, the area for performing the three-phase short-circuit control can be expanded, and as a result, noise due to switching of the PWM inverter can be reduced.

  Further, when the engine speed Ne decreases from a high speed and the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ, the short circuit torque SH_TRQ shifts in the direction in which the braking torque increases, whereas the torque calculation The torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ can be naturally aligned without shifting the value ESR_TRQ in the direction in which the braking torque decreases, so that the torque difference can be reduced without causing a sense of discomfort to the occupant. Can be improved.

  In the above embodiment, the case of performing the three-phase short-circuit control has been described, but instead of this, the two-phase short-circuit control in which only two phases of the high-side arm or the low-side arm for the three phases of the PWM inverter are turned on. It is good also as composition which performs.

It is a block diagram of the control apparatus in the 1st, 2nd embodiment of this invention. It is a flowchart of the motor braking control process in 1st Embodiment of this invention. It is a flowchart of the sensorless regeneration process in the 1st Embodiment of this invention. It is a flowchart of the sensorless regeneration process in the 1st Embodiment of this invention. It is a flowchart of the idle stop determination process in the 1st Embodiment of this invention. It is a flowchart of the engine stop control process in the 1st Embodiment of this invention. It is a flowchart of the engine starting control process in the 1st Embodiment of this invention. It is a flowchart equivalent to FIG. 2 in the 2nd Embodiment of this invention. It is a flowchart equivalent to FIG. 3 in the 2nd Embodiment of this invention. It is a flowchart equivalent to FIG. 4 in the 2nd Embodiment of this invention. It is a graph which shows the change of the short circuit torque with respect to the engine speed in the 1st Embodiment of this invention. 12 is a graph corresponding to FIG. 11 in the second embodiment of the present invention.

Explanation of symbols

11 Engine (Internal combustion engine)
12 Brushless DC motor (generator motor)
14 Battery (capacitor)
S5 Braking means S8 Sensorless control means S55 Starting means

Claims (4)

  Sensorless control means for detecting the rotor position based on the induced voltage of the generator motor and performing sensorless control in a hybrid vehicle control device provided with a generator motor that receives power supply from a capacitor and assists in driving driving or driving of an internal combustion engine And a braking means for stopping the rotation of the generator motor by performing two-phase short-circuit control or three-phase short-circuit control of the generator motor at the time of vehicle braking when the rotation speed of the generator motor is lower than a predetermined number of revolutions, A hybrid vehicle control device comprising starter means for starting the generator motor by forced commutation upon restart.   Before shifting from the sensorless control by the sensorless control means to the two-phase short-circuit control or the three-phase short-circuit control by the braking means, the stop control torque at the time of sensorless control and the short-circuit braking torque at the time of two-phase short-circuit control or three-phase short-circuit control The control device for a hybrid vehicle according to claim 1, wherein a difference between the control value and the value is equal to or less than a predetermined value.   Immediately after the vehicle stops, the internal combustion engine is set in an idle state, and when the stopping time when the brake depression amount is equal to or greater than the predetermined depression amount exceeds a predetermined time, idle stop control is executed, and the rotation speed of the internal combustion engine is equal to or less than the predetermined rotation speed 2. The hybrid vehicle control device according to claim 1, further comprising a stopping unit that executes the two-phase short-circuit control or the three-phase short-circuit control to stop the rotation of the generator motor. The starter means starts the generator motor by forced commutation and executes ignition control of the internal combustion engine when a brake depression amount becomes a predetermined depression amount or less after the internal combustion engine stops rotating. The control apparatus of the hybrid vehicle as described in any one of Claims 1-3.

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