JP2009029388A - Regenerative braking control device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve fuel economy owing to the regenerative braking as much as possible by maximizing ratio of regenerative braking regardless of restriction of a battery input limit. <P>SOLUTION: During automatic running, even when a deceleration request for decelerating a vehicle speed VSP in a time between t1 and t2 as shown in (a), the regenerative braking is started at t0 before t1 as shown in (b). That is, required breaking energy needed to decelerate the speed VSP to a defined vehicle speed at a target vehicle deceleration set by a driver is calculated on the basis of a target stop position set by the own vehicle forward information and own vehicle travelling information, a regenerative braking start position needed to generate the energy only by the regenerative breaking is computed, and the regenerative breaking is started at t0 at which the vehicle arrives at the start position. Therefore, the energy "a required breaking force Tbtotal at (b)" can be generated from a small regenerative breaking force Tr by prefetch, and even if there is a restriction due to the battery input limit, an energy recovery rate (fuel economy) can be improved by generating the energy only by the regenerative breaking without depending on frictional braking. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a regenerative braking control device for a hybrid vehicle that can be driven by power from an engine and / or a motor / generator and can be regeneratively braked by a motor / generator.

  As a regenerative braking control device for a hybrid vehicle, for example, as described in Patent Document 1, when charging is performed by converting braking energy into electrical energy during regenerative braking and charging, the charging exceeds the input limit value (storage limit value) of the battery. A regenerative braking control technique has been proposed that prevents the battery life from being reduced.

  Based on Fig. 9 (a), that is, the required braking force Tbtotal required for deceleration of the vehicle is generated to reduce the vehicle speed VSP as shown in the figure between the instant t1 and t2 during automatic running with a constant speed running device etc. If the regenerative braking force Tr is set to the upper limit value shown in the figure, which is determined by the battery input limit value, the required braking force Tbtotal cannot be met, and the friction is controlled by automatic braking using a hydraulic brake device. Power Tf is generated, and the required braking force Tbtotal is covered by the regenerative braking force Tr and the frictional braking force Tf.

In addition, based on Fig. 10, when the required braking force Tbtotal can be covered only by regenerative braking, it is requested by generating regenerative braking energy as shown by the solid line during the same instant t1 to t2 as in Fig. 9 (a). If the battery is charged with the regenerative braking energy exceeding the battery input limit value although the braking force Tbtotal is covered, the battery life is reduced.
Therefore, regenerative braking energy is limited to a level corresponding to the battery input limit value, and the amount of braking energy exceeding the battery input limit value (shown with hatching) is covered by friction braking by automatic braking. is there.
JP 2004-023959 A

  However, in the above-described conventional regenerative braking control device for a hybrid vehicle, the friction braking force Tf is used between the instants t1 and t2 in FIG. 9 (a), so that the regenerative braking force Tr is shared by the required braking force Tbtotal accordingly. The ratio decreased, the regenerative energy recovery rate (fuel consumption) was poor, and it was confirmed that there was room for improvement.

  The present invention reduces the regenerative braking force by pre-reading the braking start position and starting the braking from this position, thereby sharing the regenerative braking with respect to the required braking force regardless of the limitation due to the battery input limit value. It is an object of the present invention to propose a regenerative braking control device for a hybrid vehicle that can increase the ratio and eliminate the above-mentioned problems.

For this purpose, the regenerative braking control device for a hybrid vehicle according to the present invention is configured as described in claim 1.
First, the hybrid vehicle which is the premise of the present invention is:
The vehicle can be driven by power from the engine and / or motor / generator and can be regeneratively braked by the motor / generator.

The regenerative braking control device of the present invention is the above hybrid vehicle,
Stop target position setting means for setting a stop target position from information in front of the host vehicle;
Required braking energy calculating means for calculating required braking energy required to reduce the vehicle speed to a specified vehicle speed from the stop target position set by the means and travel information relating to the traveling speed of the host vehicle;
Regenerative braking start position calculating means for calculating a regenerative braking start position required when the required braking energy calculated by the means is generated only by the regenerative braking;
Regenerative braking execution means for performing the regenerative braking in such a manner that the share of regenerative braking with respect to the required braking energy becomes as large as possible from when the regenerative braking start position calculated by the means is reached. It is.

In the above-described regenerative braking control device for a hybrid vehicle according to the present invention,
Calculate the required braking energy required to reduce the vehicle speed to the specified vehicle speed from the stop target position set from the information in front of the vehicle and the traveling information of the vehicle,
A mode in which the required regenerative braking start position is calculated when the required braking energy is generated only by regenerative braking, and the share of the regenerative braking with respect to the required braking energy becomes as large as possible when the regenerative braking start position is reached. In order to perform regenerative braking with
The braking start position is pre-read and braking is started from this position, so that the required braking force energy can be generated with a much smaller regenerative braking force. The ratio of regenerative braking to energy can be increased, and the regenerative energy recovery rate (fuel consumption) can be improved.

Hereinafter, embodiments of the present invention will be described in detail based on the embodiments shown in the drawings.
FIG. 1 shows a control system for a hybrid vehicle having a regenerative braking control device according to an embodiment of the present invention, wherein 1L and 1R are left and right front wheels, 2L and 2R are left and right rear wheels, and 3L and 3R are left and right respectively. The hydraulic brake (friction brake) unit for the front wheels, 4L and 4R are hydraulic brake (friction brake) units for the left and right rear wheels, respectively.
The left and right front wheel brake units 3L and 3R and the left and right rear wheel brake units 4L and 4R are actuated by the brake fluid pressure from the common brake actuator 5 to frictionally brake the individual wheels.

The illustrated hybrid vehicle is a front-wheel drive vehicle that travels by driving the left and right front wheels 1L and 1R. Therefore, an engine is connected to the left and right front wheels 1L and 1R via a transaxle (automatic transmission) 7 including a differential gear device 6. 8 and a motor / generator 9 are coupled, and a generator 10 is further coupled to the transaxle (automatic transmission) 7 and the engine 8.
For these connections, a planetary gear set (not shown) is provided in the transaxle (automatic transmission) 7, the engine 8 is connected to the carrier, the motor / generator 9 is connected to the ring gear, and the generator 10 is connected to the sun gear. To do.
Thus, when controlling the engine 8, the motor / generator 9, and the generator 10, it is necessary to perform the control so that the balance is determined by the planetary gear set with the torque and the rotational speed.

The motor / generator 9 and the generator 10 are controlled by the controller 12 via the inverter 11 by the controller 12, and the controller 12 further controls the brake actuator 5 and the engine 8. .
For this reason, the controller 12 has a signal from the accelerator opening sensor 14 for detecting the accelerator opening,
A signal from the brake pedal stroke sensor 15 for detecting the brake pedal stroke (braking operation force);
A signal from the inter-vehicle distance sensor 16 that detects the inter-vehicle distance with the immediately preceding preceding vehicle,
A signal from the steering angle sensor 17 for detecting the steering angle of the steering wheel,
Information such as the number of preceding vehicles in front of the host vehicle from the navigation device 18, signals, traffic conditions, intersections, tollgates, and the like are input.

The controller 12 is operated by the electric power from the auxiliary battery 19, and the electric power from the high voltage battery 13 is supplied to the auxiliary battery 19 under the control of the DC / DC converter 20.
The controller 12 monitors the battery charge state SOC (power that can be taken out), the input limit value, the temperature, and the deterioration state of the high-power battery 13 and calculates the input / output power amount of the high-power battery 13.

The controller 12 controls the motor / generator 9 and the generator 10 by the inverter 11 and controls the engine 7 based on the calculated input / output power amount of the high-power battery 13, and at this time, the motor / generator 9 and the engine 7 are controlled. Drive power distribution control between the two.
In controlling the motor / generator 9, the controller 12 controls the wheel driving force from the motor / generator 9 by adjusting the power supply from the high-power battery 13 to the motor / generator 9 via the inverter 11.
Incidentally, at low vehicle speeds, the wheels are driven solely by the motor / generator 9, and when the vehicle speed increases, the motor / generator 9 assists the driving torque of the engine 8 to drive the wheels.

  In controlling the generator 10, the controller 12 adjusts the amount of charge from the generator 10 to the high-power battery 13 via the inverter 11.

The motor / generator 9 functions as a generator when the vehicle decelerates. At this time, the controller 12 controls the regenerative braking force Tr (see FIG. 9) by adjusting the power generation load of the motor / generator 9, and the brake actuator. 5 is used to control the friction braking force Tf (see FIG. 9) by the brake units 3L, 3R, 4L, and 4R, and the required braking force Tbtotal (see FIG. 9) is realized by the regenerative braking force Tr and the friction braking force Tf. Shall.
The electric power generated by the regenerative braking by the motor / generator 9 is returned to the high-power battery 13 via the inverter 11 and collected, and used as electric power when the motor / generator 9 acts as a motor to generate wheel driving force.

Further, the controller 12 collects the distance between the vehicle and the preceding vehicle (obstacle) and the size of the preceding vehicle (obstacle) based on the information from the inter-vehicle distance sensor 16, and grasps the danger of the collision. Shift to control for avoidance.
In determining the vehicle speed VSP (own vehicle speed) in FIG. 9, the controller 12 grasps this from the rotational speed of the motor / generator 9.
Further, when estimating the road surface μ, the controller 12 determines the difference between the vehicle speed that can be estimated from the driving torque instructed to the motor / generator 9 and the engine 8 and the vehicle speed VSP that is grasped from the rotational speed of the motor / generator 9 as described above. We will ask for this more.

Further, the change rate (vehicle deceleration) of the vehicle speed VSP when the vehicle is to be decelerated using the regenerative braking control according to the present invention can be arbitrarily determined by the driver, and the target vehicle deceleration set by the driver is determined by the controller. 12 shall be applied.
Then, when the vehicle is to be decelerated using the regenerative braking control according to the present invention, the controller 12 turns on the warning lamp 21 to make the driver recognize that the regenerative braking control according to the present invention has started.

Hereinafter, regenerative braking control when the vehicle is decelerated according to the present invention executed by the controller 12 will be described with reference to FIG.
In step S11, based on the information from the navigation device 18, it is checked whether there are any points to stop such as signals in front of the vehicle, intersections, toll booths, traffic jams, etc. If there is, the number of vehicles traveling between the vehicle and the point to be stopped is grasped, and the stop target position of the vehicle is set based on this.
Therefore, step S11 corresponds to the stop target position setting means in the present invention.

In the next step S12, the inter-vehicle distance from the preceding vehicle detected by the inter-vehicle distance sensor 16, the high-power battery input limit value determined from the state of the high-power battery 13, and the setting that can be arbitrarily set by the driver as described above. The vehicle information such as deceleration, vehicle speed VSP and acceleration that can be obtained from the rotation speed of the motor / generator 9 is read.
Next, in step S13, the required braking energy Ebtotal required to reduce the current vehicle speed to the specified vehicle speed is calculated from the stop target position of the own vehicle obtained in step S11 and the own vehicle information obtained in step S12.
Therefore, step S13 corresponds to the required braking energy calculating means in the present invention.

In step S14, the regenerative braking start position required when the required braking energy Ebtotal calculated in step S13 is generated only by regenerative braking is calculated and set.
Therefore, step S14 corresponds to the regenerative braking start position calculating means in the present invention.
In calculating the regenerative braking start position in step S14, for example, the necessary braking distance is obtained from the vehicle speed VSP based on the map illustrated in FIG. 3, and when the necessary braking distance is determined, It is better to determine that the road surface μ becomes longer as the road surface μ becomes smaller.

  Then, as the braking distance correction coefficient for the above required braking distance, the braking distance correction coefficient corresponding to the vehicle acceleration (negative value is deceleration) illustrated in FIG. 4 and the braking distance correction corresponding to the inter-vehicle distance illustrated in FIG. A coefficient, a braking distance correction coefficient corresponding to the high battery input limit value illustrated in FIG. 6, and a braking distance correction coefficient corresponding to the target vehicle deceleration by the driver illustrated in FIG. 7 are set.

As illustrated in FIG. 4, the braking distance correction coefficient corresponding to the vehicle acceleration increases the vehicle acceleration because the braking distance becomes longer as the vehicle acceleration increases and the regenerative braking start position needs to be set on the near side. It is assumed that the necessary braking distance is corrected to be longer.
As illustrated in FIG. 5, the braking distance correction coefficient corresponding to the inter-vehicle distance is necessary as the inter-vehicle distance is shorter because the regenerative braking start position needs to be set to the near side to avoid a collision as the inter-vehicle distance is shorter. It shall correct | amend so that braking distance may become long.
However, when the inter-vehicle distance is a certain distance or more that can be safely stopped, the regenerative braking start position does not need to be changed, and thus the necessary braking distance is not corrected.

As illustrated in FIG. 6, the braking distance correction coefficient according to the high battery input limit value needs to reduce the regenerative braking force as the high battery input limit value decreases. It is assumed that the necessary braking distance is increased to move the regenerative braking start position to the near side.
However, if the high-battery battery input limit value is a high-battery battery input limit value that exceeds a certain level so that the regenerative braking ratio can be maximized, it is not necessary to change the regenerative braking start position. Shall.
As illustrated in FIG. 7, the braking distance correction coefficient corresponding to the target vehicle deceleration by the driver is such that the smaller the target vehicle deceleration, the smaller the generated braking force and the longer the braking distance is required. It is assumed that the smaller the speed is, the longer the required braking distance is corrected to move the regenerative braking start position to the near side.

In setting the regenerative braking start position in step S14 of FIG. 2, the braking distance corresponding to the vehicle acceleration illustrated in FIG. 4 (negative value is deceleration) is added to the necessary braking distance obtained as described above with reference to FIG. The correction coefficient, the braking distance correction coefficient corresponding to the inter-vehicle distance illustrated in FIG. 5, the braking distance correction coefficient corresponding to the high-power battery input limit value illustrated in FIG. 6, and the target vehicle by the driver illustrated in FIG. Multiply the braking distance correction coefficient according to the deceleration to calculate the final required braking distance after correction,
The regenerative braking start position is determined as a position before the target stop position set in step S11 by the necessary braking distance.

  In the next step S15, it is checked whether or not the host vehicle has reached the above-described regenerative braking start position. If not, control is returned to the immediately preceding position and waits until it reaches the regenerative braking start position.

When the host vehicle reaches the regenerative braking start position, this is determined, and step S15 advances the control to step S16, where the host vehicle reaches the regenerative braking start position and the regenerative braking control according to the present invention is started. The warning light 21 is turned on.
In the next step S17, it is checked whether or not automatic traveling is being performed by setting a constant speed traveling control device, a follow traveling control device, or the like.

When it is determined in step S17 that the vehicle is running automatically, in step S18, after the regenerative braking control according to the present invention is automatically started, in step S19, it is checked whether or not the vehicle speed VSP has decreased to the specified vehicle speed. .
As long as the vehicle speed VSP does not decrease to the specified vehicle speed, the control is returned to the immediately preceding position, and the regenerative braking control according to the present invention started in step S18 is continued.
Here, the regenerative braking control according to the present invention is to cause the regenerative braking to be performed in such a manner that the share of the regenerative braking with respect to the required braking energy Ebtotal is as large as possible (preferably maximized),
Therefore, step S18 corresponds to the regenerative braking execution means in the present invention.

  Now, since it is determined in step S17 that the vehicle is running automatically, it is clear that there is no brake operation by the driver, and therefore the share of regenerative braking with respect to the required braking energy Ebtotal is as large as possible ( Regenerative braking such as “maximum” means a control mode in which the required braking energy Ebtotal is generated only by regenerative braking started from the time when the regenerative braking start position is reached.

  When it is determined in step S19 that the vehicle speed VSP has decreased to the specified vehicle speed, the control proceeds to step S20, where the driver is notified of the end of the regenerative braking control according to the present invention by turning off the warning lamp 21.

  During normal driving that is determined not to be automatic driving in step S17, the driver can perform a brake operation (friction braking). Therefore, the regenerative braking share ratio to the required braking energy Ebtotal is as much as possible in relation to this friction braking. The driver is notified of the deviation (correction direction of the brake operation) from the optimum brake operation amount (optimum friction braking force Tfo) that becomes larger (maximum).

That is, in step S21, depending on whether or not the brake operation amount (friction braking force) is the above-described optimum brake operation amount (optimum friction braking force Tfo), the share of regenerative braking with respect to the required braking energy Ebtotal becomes as large as possible (maximum). ) Check whether the brake operation is performed.
When it is determined in step S21 that it is not the optimum brake operation amount (optimum friction braking force Tfo), that is, when the share of regenerative braking with respect to the required braking energy Ebtotal is not maximum and there is room for increase in regenerative braking, in step S22, The driver is instructed about the correction direction and correction amount of the brake operation amount (friction braking force) for maximizing the ratio of regenerative braking to the required braking energy Ebtotal as shown by the solid line in FIG.
This instruction can be made by displaying it on the screen of the navigation device 18.

When the driver corrects the brake operation amount (friction braking force) based on this instruction, the corrected brake operation amount (friction braking force) is directed toward the optimum brake operation amount (optimum friction braking force Tfo in FIG. 8). However, step S22 is continued until it is determined that the brake operation amount (friction braking force) matches the optimum brake operation amount (optimum friction braking force Tfo) when the control returns from step S22 to step S21. Executed.
Therefore, step S22 corresponds to the regenerative braking execution means in the present invention.
Based on the instruction in step S22, the driver corrects the brake operation amount (friction braking force) to match the optimum brake operation amount (optimum friction braking force Tfo), thereby sharing the regenerative braking with respect to the required braking energy Ebtotal. When the ratio reaches the maximum as shown by the solid line in FIG. 8, step S21 selects step S23, where it is determined whether or not the vehicle speed VSP has decreased to the specified vehicle speed.

  While it is determined in step S23 that the vehicle speed VSP has not decreased to the specified vehicle speed, the control is returned to step S21 to continue the above loop, and when it is determined in step S23 that the vehicle speed VSP has decreased to the specified vehicle speed, The process proceeds to step S20, where the driver is notified of the end of the regenerative braking control according to the present invention by turning off the warning lamp 21.

The operation of the above embodiment will be described below with reference to FIG. 9 (b) which is an operation time chart under the same conditions as FIG. 9 (a).
During automatic driving with a constant-speed driving device, etc., when there is a vehicle deceleration request that reduces the vehicle speed VSP as shown in Fig. 9 (a) between instant t1 and t2 as in Fig. 9 (a) However, instead of starting regenerative braking at the instant t1 as shown in FIG. 9 (a), regenerative braking is started at the instant t0 before that as shown in FIG. 9 (b).

That is, the vehicle speed VSP is reduced to the specified vehicle speed by the target vehicle deceleration set by the driver from the stop target position (step S11) set from information in front of the host vehicle and the travel information (step S12) of the host vehicle. Calculate the required braking energy Ebtotal required to
When the required braking energy Ebtotal is generated only by regenerative braking, the regenerative braking start position required is calculated (step S14), and from the instant t0 of FIG. 9 (b) that has reached this regenerative braking start position (step S15), In order to cause regenerative braking to be performed in such a manner that the share of regenerative braking with respect to the required braking energy Ebtotal is as large as possible (maximum) (step S18, step S22),
The braking start position is pre-read and braking is started from this position, and the required braking force energy Ebtotal {the required braking force Tbtotal in Fig. 9 (b)} can be generated with a smaller regenerative braking force Tr. In spite of the restriction due to the battery input limit value described above with reference to FIG. The ratio of regenerative braking to the required braking energy Ebtotal can be increased, and the regenerative energy recovery rate (fuel consumption) can be improved.

  By the way, in this embodiment, the regenerative braking start position is pre-read and regenerative braking is started from this position, so that the friction braking energy shown by hatching in FIG. 9) is replaced with regenerative braking energy at instants t0 to t1 indicated by hatching, and the frictional braking force Tf in FIG. 9 (a), which was indispensable due to restrictions due to the battery input limit value, is shown in FIG. 9 (b). This makes it unnecessary and increases the share of regenerative braking.

  As a supplementary note based on FIG. 10, the pre-reading of the braking start position starts regenerative braking as indicated by the wavy line from this position (instantaneous t0), so that the peak of regenerative braking energy does not exceed the battery input limit value. The required braking force energy Ebtotal can be generated only by regenerative braking, and the share of regenerative braking with respect to the required braking energy Ebtotal is increased as much as possible (maximum ) Regenerative energy recovery rate (fuel consumption) can be improved.

If automatic driving is not being performed, the optimum brake for friction braking is required to maximize (maximize) the share of regenerative braking with respect to the required braking energy Ebtotal from when the regenerative braking start position is reached. Since the operation amount is obtained and the driver is instructed (see step S22 and FIG. 8),
Even when the driver decelerates the vehicle by operating the brake pedal, the brake operation is performed so that the optimum brake operation amount is instructed by the driver.
The regenerative braking performed to supplement the friction braking and generate the required braking energy Ebtotal is executed in such a manner that the share of the regenerative braking with respect to the required braking energy Ebtotal is as large as possible (maximum).
Even during normal driving where the driver decelerates the vehicle by operating the brake pedal, the share of regenerative braking with respect to the required braking energy Ebtotal should be as large as possible (maximum) to improve the regenerative energy recovery rate (fuel consumption). Can do.

Furthermore, in the present embodiment, since the driver can arbitrarily set the target vehicle deceleration when the required braking energy Ebtotal is generated only by regenerative braking,
The reduction rate (vehicle deceleration) of the vehicle speed VSP in FIG. 9 (b) can be matched to the driver's preference, and the deceleration feeling can be made uncomfortable.

In addition, when the required braking energy Ebtotal is generated only by regenerative braking, the regenerative braking start position necessary for the regenerative braking is set to the near side when the inter-vehicle distance from the preceding vehicle is shorter than the set value by the braking distance correction coefficient illustrated in FIG. Because I changed it,
Under such a short inter-vehicle distance, the vehicle speed VSP can be lowered to the specified vehicle speed (step S19 and step S23), and the collision can be avoided by advancing the timing.

In this embodiment, when the vehicle speed VSP is not zero but drops to the specified vehicle speed (step S19 and step S23), the driver is notified of the end of the regenerative braking control according to the present invention by turning off the warning light 21. The reason was
This is because it is necessary to notify the driver of the end of the regenerative braking control according to the present invention before the end of the control so that the braking force does not suddenly come off.

1 is a schematic system diagram illustrating a control system for a hybrid vehicle including a regenerative braking control device according to an embodiment of the present invention. 2 is a flowchart showing a control program for regenerative braking control aimed by the present invention, which is to be executed by the controller in FIG. FIG. 3 is a characteristic diagram of a required braking distance to be obtained when setting a regenerative braking start position with the control program of FIG. FIG. 4 is a change characteristic diagram of a correction coefficient used when correcting a necessary braking distance in FIG. 3 according to vehicle acceleration. FIG. 4 is a change characteristic diagram of a correction coefficient used when correcting the required braking distance in FIG. 3 according to the inter-vehicle distance. FIG. 4 is a change characteristic diagram of a correction coefficient used when correcting the required braking distance in FIG. 3 in accordance with the high battery input limit value. FIG. 4 is a change characteristic diagram of a correction coefficient used when correcting the required braking distance in FIG. 3 according to a target vehicle deceleration set by a driver. It is the characteristic figure which showed the relationship between the regenerative braking energy which maximizes the share ratio of the regenerative braking with respect to request | requirement braking energy, and friction braking energy in relation to the brake pedal operation amount. It is an operation time chart regarding regenerative braking control of a hybrid vehicle, (a) is an operation time chart by a conventional regenerative braking control device, (b) is an operation time by the regenerative braking control device of the embodiment shown in FIGS. It is a chart. 1 to 8 shows the time series change of the regenerative braking energy by the regenerative braking control device of the embodiment shown in FIGS. 1 to 8 together with the state where the regenerative braking energy is limited by the battery input limit value by the regenerative braking by the conventional regenerative braking control device. It is a chart.

Explanation of symbols

1L, 1R left and right front wheels
2L, 2R left and right rear wheels
3L, 3R Hydraulic brake (friction brake) unit for left and right front wheels
4L, 4R Hydraulic brake (friction brake) unit for left and right rear wheels 5 Brake actuator 6 Differential gear unit 7 Transaxle (automatic transmission)
8 Engine 9 Motor / Generator
10 Generator
11 Inverter
12 Controller
13 Heavy battery
14 Accelerator position sensor
15 Brake pedal stroke sensor
16 Distance sensor
17 Steering angle sensor
18 Navigation equipment
19 Auxiliary battery
20 DC / DC converter
21 Warning light

Claims (7)

In hybrid vehicles that can run with power from the engine and / or motor / generator and can be regeneratively braked by the motor / generator,
Stop target position setting means for setting a stop target position from information in front of the host vehicle;
Required braking energy calculating means for calculating required braking energy required to reduce the vehicle speed to the specified vehicle speed from the stop target position set by the means and the traveling information of the host vehicle;
Regenerative braking start position calculating means for calculating a regenerative braking start position required when the required braking energy calculated by the means is generated only by the regenerative braking;
Regenerative braking execution means for performing the regenerative braking in such a manner that the share of the regenerative braking with respect to the required braking energy becomes as large as possible from when the regenerative braking start position calculated by the means is reached. A regenerative braking control device for a hybrid vehicle. The regenerative braking control device for a hybrid vehicle according to claim 1, wherein the hybrid vehicle is capable of automatic traveling that maintains a set traveling state.
The regenerative braking execution means performs regenerative braking in such a manner that the required braking energy is generated only by regenerative braking from the time when the regenerative braking start position is reached when the automatic traveling is in progress. A regenerative braking control device for a hybrid vehicle. In the regenerative braking control device for a hybrid vehicle according to claim 1 or 2, wherein the hybrid vehicle is capable of automatic traveling that maintains a set traveling state.
The regenerative braking execution means is used for friction braking, which is necessary for increasing the share of the regenerative braking with respect to the required braking energy as much as possible when the regenerative braking start position is reached when the automatic traveling is not performed. A regenerative braking control device for a hybrid vehicle, characterized in that an optimum brake operation amount is obtained and instructed to a driver. In the regenerative braking control device for a hybrid vehicle according to any one of claims 1 to 3,
A regenerative braking control device for a hybrid vehicle, comprising regenerative braking start position arrival warning means for allowing a driver to recognize that the regenerative braking start position has been reached. In the regenerative braking control device for a hybrid vehicle according to any one of claims 1 to 4,
Regenerative braking control of a hybrid vehicle, wherein the regenerative braking force when the required braking energy is generated only by regenerative braking is limited according to an input limit value of a battery that is a power source of the motor / generator apparatus. In the regenerative braking control device for a hybrid vehicle according to any one of claims 1 to 5,
A regenerative braking control device for a hybrid vehicle, wherein a driver can arbitrarily set a target vehicle deceleration when the required braking energy is generated only by regenerative braking. In the regenerative braking control device for a hybrid vehicle according to any one of claims 1 to 6,
The regenerative braking start position calculating means changes the regenerative braking start position required when the required braking energy is generated only by regenerative braking to the near side when the inter-vehicle distance from the preceding vehicle is shorter than a set value. A regenerative braking control device for a hybrid vehicle, comprising:

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