JP3841052B2 - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To ensure the effectiveness of engine brake even if power regenerated in deceleration is low, by making it possible for a generator to consume the power and carrying out power regeneration until just before the vehicle comes to a halt. <P>SOLUTION: A hybrid vehicle comprises an engine 1, the generator 2 coupled with the output shaft of the engine, a motor 4 coupled with the drive axle of the vehicle, and a battery 9 connected with the generator 2 and with the motor 4. The power regenerated by the motor 4 while the vehicle is decelerated is supplied to and consumed by the generator 2. When the value of power to be consumed by the generator 2 while the vehicle is decelerated is greater than a predetermined value, a controller rotates the engine 1 driven by the generator 2 in the motoring mode. When the power consumption value is smaller than the predetermined value, the controller rotates the engine 1 driven by the generator 2 in the firing mode. <P>COPYRIGHT: (C)2004,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a hybrid vehicle.
[0002]
[Prior art]
For the purpose of improving efficiency in a hybrid vehicle, there has been proposed one in which only electric power consumed by an electric motor is supplied from a generator according to the vehicle running state (see Patent Document 1).
[0003]
Although the output of the motor changes from moment to moment as the driving state changes, if power can be supplied from the generator in real time in response to the change in output, the power loss in the battery is minimized and the engine Can be efficiently transmitted to the electric motor. Further, by minimizing the charging / discharging of the battery, not only the power loss can be reduced, but also the battery mounting capacity can be minimized. Since a battery occupies a large cost and weight ratio in a hybrid vehicle, if it can be miniaturized, a great effect is obtained not only in cost but also in fuel consumption and power performance.
[0004]
By the way, if the capacity of the battery is reduced, in order to ensure braking performance during deceleration and to regenerate energy, when regenerating power by making the motor function as a generator, all regenerative power is stored, such as when the deceleration operation period is long. There are times when you can't. Therefore, when the regenerative power becomes excessive during deceleration, the generator is powered and the engine is forcibly rotated without combustion to ensure braking performance while the regenerated power is consumed and the battery is overcharged. Is prevented, and deterioration and damage are avoided (see Patent Document 2).
[0005]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-14650 [Patent Document 2]
Japanese Patent Laid-Open No. 8-79914
[Problems to be solved by the invention]
In this case, when the amount of surplus regenerative power to be consumed by the generator is small, it is necessary to reduce the engine and generator speeds as low as possible. However, since the engine is in a motoring state that does not involve combustion, the generator needs a relatively large torque to stably rotate at a low speed. For example, it is difficult to stably rotate the engine at about idle speed, and the rotational speed required for stable rotation is higher than this, and the power consumption in the generator increases accordingly, and in some cases the motor In this state, the electric power stored in the battery is consumed, and the battery SOC is lowered. On the other hand, if power regeneration is stopped in the middle of deceleration, the load on the motor is lost and the engine brake is suddenly ineffective, resulting in an uncomfortable feeling of deceleration.
[0007]
The present invention has been made in view of the above problems, and can be consumed by a generator even when the power regenerated at the time of deceleration is small, and power regeneration can be performed until just before the vehicle stops to ensure the effectiveness of the engine brake. The purpose is to do so.
An object is to provide a control device.
[0008]
[Means for Solving the Problems]
The present invention includes an engine, a generator coupled to an engine output shaft, an electric motor coupled to a drive shaft of a vehicle, and a battery connected to the generator and the electric motor. The motor regenerates when the vehicle is decelerated. In a hybrid vehicle in which the electric power to be consumed is supplied to the generator and consumed, means for calculating the electric power to be consumed by the generator when the vehicle is decelerated, and the power generation when the calculated electric power value is greater than a predetermined value A motor for rotating the engine without supplying fuel by the machine, and a means for rotating the firing while supplying the fuel and burning the engine by the generator when the calculated power value is smaller than the predetermined value. It is characterized by.
[0009]
[Operation and effect of the invention]
When the power value to be consumed by the generator during deceleration of the vehicle is larger than a predetermined value, the generator rotates the engine without supplying fuel, and when the power value is smaller than the predetermined value, the generator The firing is rotated while fuel is supplied and burned. Compared to the power consumption of the generator when the engine is motored within the stability limit, the power consumption of the generator when the engine is fired can be reduced, so the regenerative power is small, such as during slow deceleration, Even when the power consumption of the generator is small, by firing the engine, it is possible to consume power at the generator until just before the vehicle stops, and to ensure stable engine braking performance.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0011]
FIG. 1 is a system configuration diagram of a hybrid vehicle to which the present invention is applied.
[0012]
In this vehicle, an electric power train 5 that functions as a continuously variable transmission is connected to the engine 1 instead of a conventional mechanical transmission. The electric power train 5 includes a first rotating electric machine (hereinafter referred to as a generator) 2 that is mainly used as a generator and a second rotating electric machine (hereinafter referred to as an electric motor) 4 that is mainly used as an electric motor. .
[0013]
The rotor shaft of the generator 2 is connected to the crankshaft of the engine 1, and the rotor shaft (hereinafter referred to as output shaft) 6 of the electric motor 4 is connected to a drive shaft (rotary shaft to which drive wheels are attached) via a reduction gear (not shown). The
[0014]
The generator 2 and the motor 4 are AC machines such as permanent magnet AC synchronous motors, and are connected to an inverter 8 respectively. The rotational speeds of the generator 2 and the electric motor 4 are controlled according to the drive frequency of the inverter 8, and the drive frequency ratio of the inverter 8 becomes the rotational speed ratio (transmission ratio) of the input / output shaft of the electric power train 5. The inverter 8 further has a clutch 3 interposed between a generator 2 and a motor 4 connected to a battery 9 (such as a lithium battery or a nickel metal hydride battery). When the clutch 3 is engaged, The output shaft 6 is directly connected, and the engine 1 can drive the output shaft 6 directly. The clutch 3 is engaged when, for example, the generator rotational speed of the electric power train 5 and the motor rotational speed coincide with each other, and the loss in the generator 2 and the electric motor 4 can be suppressed to improve the fuel efficiency of the vehicle.
[0015]
The electric power train 5 includes a generator rotation speed sensor 24 that detects a rotor rotation speed (hereinafter referred to as “generator rotation speed”) Ni of the generator 2 and a rotor rotation speed (hereinafter referred to as “motor rotation speed”) No. of the electric motor 4. An electric motor rotational speed sensor 21 for detecting the above is attached.
[0016]
On the other hand, an electronically controlled throttle device 14 is provided in the intake passage of the engine 1, and the accelerator operation of the driver is realized so that the target engine torque set according to the generated power required for the throttle opening is realized. Is controlled independently. In addition to this, an air flow meter 13 for detecting the intake air amount and a crank angle sensor 23 for detecting the crank angle are attached to the engine 1.
[0017]
The integrated control unit (GCU) 10 basically obtains the driving force requested by the driver based on the accelerator operation amount detected by the accelerator operation amount sensor 22 and controls the transmission so that the required driving force is realized. Torque control of the electric motor 4 is performed via the unit (TCU) 12. Further, the rotational speed control of the generator 2 via the transmission control unit 12 and the engine via the engine control unit (ECU) 11 so that the generated power corresponding to the drive output (power consumption) of the motor 4 can be obtained. 1 is also performed, that is, the fuel injection amount from the injector 15 and the ignition timing of the spark plug 16 are controlled.
[0018]
Further, the integrated control unit 10 regenerates electric power by causing the electric motor 4 to function as a generator when the vehicle decelerates. Further, when the battery 9 is in a state near full charge due to this regenerative electric power, the integrated control unit 10 In order to forcibly rotate, surplus power is consumed by powering the generator 2 as an electric motor. At this time, the engine 1 is motored according to the magnitude of the battery surplus power (combustion is not performed without supplying fuel). Operation) and firing (operation with combustion by supplying fuel), so that surplus power can be appropriately consumed without excess or deficiency.
[0019]
FIG. 2 is a block diagram showing the contents of vehicle control performed by the integrated control unit 10.
[0020]
Reference numeral 101 denotes a target drive torque generating unit that generates a target drive torque of the vehicle based on a signal representative of the driving state. Reference numeral 102 denotes a battery SOC calculation unit that calculates the state of charge of the battery 6. Reference numeral 103 denotes an operation mode determination unit that determines engine stop, power generation, motoring, and the like, which are operation modes of the engine 1, based on the output from the target drive torque generation unit 101 and the output from the battery SOC calculation unit 102. . A target charge / discharge amount calculation unit 104 calculates a target charge / discharge amount based on the output of the battery SOC calculation unit 102.
[0021]
105, based on the outputs of the target drive torque generation unit 101, the operation mode determination unit 103, and the target charge / discharge amount calculation unit 104, the target motor torque of the electric motor 4, the target input rotational speed of the generator 2, the engine 1 This is a cooperative command value generation unit that calculates the target engine torque and the fuel cut request, respectively, and this output is a motor torque control unit 106 that controls the output of the electric motor 4, and a generator rotational speed that controls the rotational speed of the generator 2. The output is output to the control unit 107 and the engine torque control unit 108 that controls the engine torque.
[0022]
FIG. 3 is a block diagram illustrating the operation mode determination unit 103 in detail.
[0023]
The minimum deceleration regeneration determination unit 31 compares the target generated power tPo3 of the generator 2 input from the target drive torque generation unit 101 with the minimum deceleration regeneration power MNPREG #, and when tPo3 is equal to or less than MNPREG #, The first mode switching unit 42 is output and the motoring mode (GEMODE = 2) is output. When tPo3 is equal to or greater than MNPREG #, the power generation mode of the mode switching unit 42 is set to the firing mode (GENMODE = 1). And
[0024]
Here, when the target generated power tPo3 is equal to or greater than the minimum deceleration regenerative power MNPREG #, it means that the regenerative power during deceleration is low, for example when going down a very gentle downhill or when the vehicle is about to stop after deceleration. When entering, etc. are assumed.
[0025]
Note that the minimum deceleration regenerative power MNPREG # is a negative value and corresponds to the minimum motoring power shown in FIG. 5. When tPo3 is equal to or less than MNPREG #, the amount of power to be consumed by the generator is the minimum motoring. This is a case where the power consumption is larger than the power consumption.
[0026]
In addition, the situation where tPo3 is MNPREG # or more is the case where the amount of power to be consumed by the generator is smaller than the minimum motoring power consumption (tPo3 is a negative value) and when the generator generates power (tPo3 Is a positive value).
[0027]
The minimum power generation request determining unit 32 compares the target generated power tPo3 and the minimum required power generation MNPGEN #, and becomes “1” when tPo3 is equal to or higher than MNPGEN #, and “0” when tPo3 is equal to or lower than MNPGEN #. Is output. The battery comparison unit 33 outputs “1” when the battery SOC is equal to or lower than the lower limit predetermined value (SOCLLM # + lower hysteresis HYSSLL #), and outputs “0” when the battery SOC is equal to or higher than SOCLLM #. The battery comparison unit 34 outputs “1” when the battery SOC is equal to or higher than the upper limit predetermined value (SOCCULM # −upper hysteresis HYSSUL #), and outputs “0” when the battery SOC is equal to or lower than SOCULM #. The vehicle speed comparison unit 35 outputs “1” when the vehicle speed VSP is equal to or higher than a predetermined value (VMTPRP # −upper hysteresis HYSVMP), and outputs “0” when the vehicle speed VSP is equal to or lower than VMTPRP #.
[0028]
When any one of the above outputs “1”, the engine start request determination unit 38 makes an engine start request with the engine start request flag fESTRREQ set to “1”. ", The engine start request flag fESTRREQ is set to" 0 ".
[0029]
Thereby, in the determination at the target generated power tPo3, the efficiency of the engine 1 is taken into consideration, and the engine 1 is stopped at a low load with low efficiency less than the minimum required power generation. In addition, with respect to the battery SOC, when excessive power storage and discharge are suppressed and power regeneration is actively performed by the electric motor 4 such as traveling on a long downhill, the battery SOC is determined to be equal to or higher than the upper limit predetermined value SOCUL #. In addition, excessive storage of the battery 9 is suppressed without establishing an engine start request.
[0030]
The vehicle speed comparison unit 36 outputs “1” when the vehicle speed VSP falls below a lower limit predetermined value (VDCOFF # + lower hysteresis HYSVOF #).
[0031]
Then, the deceleration regeneration prohibition determination unit 39 determines that the battery SOC is equal to or higher than a predetermined upper limit value (SOCUL # -upper hysteresis HYSSUL #), the idle switch 37 is turned on, and the vehicle speed VSP is lower than the predetermined lower limit value (VDCOFF # + lower hysteresis HYSVOF #). ) Set the deceleration regeneration prohibition judgment flag fDCREG to "1" when the following occurs.
[0032]
Conversely, if the battery SOC falls below the predetermined value SOCUL #, the idle switch is turned off, or if any one of the vehicle speed VSP is equal to or higher than the lower limit predetermined value VDCOFF #, the deceleration regeneration prohibition determination flag fDCREG is set to “0”. "
[0033]
Next, the engine stop prohibition determination unit 41 determines an engine stop prohibition determination flag fESTPINH based on the engine start request determination unit 38 and the output of the deceleration regeneration prohibition determination unit 39 via the signal inversion unit 40. . That is, when the engine start request flag fESTRREQ = 1 and the deceleration regeneration prohibition determination flag fDCREG = 1, the engine stop prohibition determination flag fESTPINH = 1 and the engine start request flag fESTRREQ = 0 or the deceleration regeneration prohibition determination flag When either fDCREG = 1, the engine stop prohibition determination flag fESTPINH = 0.
[0034]
Thus, the engine start request basic flag is set based on the vehicle running state, the battery SOC, and the target generated power tpO3.
[0035]
Further, based on the engine stop prohibition determination flag fESTPINH, the second mode switching unit 43 sets the operation mode FMODE = power generation mode GENMOD when fESTPINH = 1, and sets the operation mode FMODE = 0 when fESTPINH = 0. Stop.
[0036]
FIG. 4 is a block diagram showing the cooperation command value generation unit 105 in detail.
[0037]
In block B1, either target drive torque tTo0 [Nm] or 0 [Nm] is selected according to the deceleration regeneration prohibition determination flag fDCREG described above, and the selected value is output as tTO01.
[0038]
In other words, 0 [Nm] is selected when fDCREG = 1 (deceleration regeneration prohibited), and tTo0 [Nm] is selected when fDCREG = 0. The target drive torque tTo0 is calculated based on the accelerator operation amount and the vehicle speed. Here, when tTo0 is positive, it represents drive torque, and when tTo0 is negative, it represents regenerative torque.
[0039]
In block B2, the target motor output basic value tPo0 [W] of the motor 4 is calculated by multiplying tTo0 selected in block B1 by an output rotation speed (rotation speed of the motor) No [rad / s] described later.
[0040]
In block B3, the target motor output basic value tTo0 is filtered to output the target motor output tPo [W]. Further, in block B4, the target motor output tPo [W] is divided by the output rotational speed No to calculate the target motor torque tTo [N].
[0041]
Next, in block B5, a lower limit process is performed on the output rotation speed No [rpm] detected by the rotation speed sensor of the electric motor 4. This process is for preventing division by 0 (rotation) in the division in the block B4.
[0042]
The block B6 multiplies the lower limit processed output rotational speed No by a constant G1 (unit conversion coefficient) to convert the unit of No into [rad / s].
[0043]
In block B7, the loss LOSSm [W] generated in the electric motor 4 is calculated based on the motor rotational speed No [rpm] and the target motor torque tTo that is the output of block B4. In block B8, the motor loss LOSSm [W] is added to the target motor output basic value tPo0, which is the output of block B2, to calculate the target generated power basic value tPo0 [W] of the generator 2.
[0044]
In the generator 2, it is necessary to generate electric power corresponding to the driving torque output from the electric motor 4, and the generator 2 is driven by the engine 1 in order to generate this amount of power generation.
[0045]
In block B9, a target engine output basic value tPo2 [W] is calculated by adding a generator motor loss LOSSg in block B16 described later to the target generated power basic value tPo1.
[0046]
In block B10, the target engine output (ie, this corresponds to the above-described target generated power) tPo3 is calculated by adding the target charge / discharge amount tPC [W] to the target engine output basic value tPo2. The target charge / discharge amount tPc is calculated by the target charge / discharge amount calculation unit 104 in FIG. 2 as charge / discharge power for making the SOC of the battery coincide with the target SOC, for example.
[0047]
Next, the block B14 calculates the table-set engine brake torque Tembr [Nm] based on the input rotational speed Ni [rpm] detected by the generator rotational speed sensor 24.
[0048]
In block B15, one of 0 [Nm], a previous value of a target engine torque tTe, which will be described later, and an engine brake torque Tembr is selected according to the operation mode determination flag fMODE. In this case, O [Nm] is selected when fMODE = 0 (engine stop mode), the previous value of the target engine torque tTe is selected when fMODE = 1 (power generation mode), and fMODE = 2 (motoring mode). When selecting engine brake torque Tembr.
[0049]
Block B16 calculates the loss LOSSg generated in the generator based on the torque value selected in block B15 and the input rotational speed.
[0050]
In block B20, the unit is converted to [rad / s] by multiplying the input rotational speed Ni [rpm] by a constant G3 (unit conversion coefficient). In block B19, the target engine output tPo3, which is the output of block B10, is divided by the input rotational speed Ni [rad / s] to calculate the target engine torque tTE [Nm].
[0051]
The previous value of the target engine torque tTe described above is output to block B15 in block B21.
[0052]
Next, in block B11, the first target input rotational speed tNi1 [rpm] is calculated from the table based on the target engine output tPo3 from block B10.
[0053]
In block B17, the second target input rotational speed tNi2 [rpm] is calculated from the table based on the target engine output tPo3. However, in this case, a valid value is calculated only when tPo3 is a negative value.
[0054]
In block B12, either 0 [rpm] is selected from the first target input rotational speed tNi1 and the second target input rotational speed tNi2 according to the operation mode determination flag fMODE, and the selected value is set as the target input rotational speed. Output as speed basic value tNi0 [rpm].
[0055]
However, in this case, 0 [rpm] is selected when fMODE = 0 (engine stop mode), the first target input rotation speed tNi1 is selected when fMODE = 1 (power generation mode), and fMODE = 2 (motoring) Mode), the second target input rotation speed tNi2 is selected.
[0056]
In block B13, the target input rotation speed tNi [rpm] is calculated by filtering the target input rotation speed basic value tNi0. This filtering process is performed to reduce the apparent control response speed of the generator. This filtering process is the same as the filtering process of block B3.
[0057]
Further, in block B18, the value of the fuel cut request flag fFCRQ is determined according to the operation mode determination flag fDCREG.
[0058]
In this case, fFCRQ = 1 (fuel cut request) when fMODE = 0 (engine stop mode), fFCRQ = 0 (no fuel cut request) when fMODE = 1 (power generation mode), and fMODE = 2 ( In the motoring mode), fFCRQ = 1 (fuel cut request) is determined.
[0059]
The overall operation will be described with reference to the diagram showing the relationship between the operation mode and power consumption in FIG.
[0060]
Electricity regeneration is performed by the electric motor 4 during the deceleration operation of the vehicle to ensure the effectiveness of the engine brake. At this time, when the battery 9 does not reach the upper limit value, the battery 9 is charged with the generated power. When 9 is fully charged, power is supplied to the generator 2 to cause the generator 2 to run, forcing the engine 1 to rotate without motoring (motoring) and consuming regenerative power This prevents overcharge of the battery 9.
[0061]
Similarly, even when power is consumed by the generator 2, if the regenerative power is small and the surplus power that must be consumed by the generator 2 is small, the rotational speed of the generator 4 and the engine 1 is made as low as possible. Although it is necessary to control, the engine 1 has a stability limit on the low rotation side and cannot be stably rotated at a rotation speed lower than that. Therefore, the generator 2 consumes more than the equal output line (minimum motoring power consumption) obtained from the intersection of the engine speed limited from the stability limit and the motoring torque generated when the engine 1 is motored. It is difficult to control power. On the other hand, the iso-output line obtained from the intersection with the stable limit rotational speed in the firing with the accelerator 1 in the fully closed state of the engine 1 can realize higher power consumption than in the case of the motoring torque.
[0062]
In the present invention, for example, when the vehicle travels on a very gentle downhill, or when the vehicle is about to stop after decelerating, when the surplus regenerative power to be consumed by the generator 2 is small, the minimum motoring consumption In the region above the equal output line when power is used, the engine is burned and the firing rotation is performed. Thereby, the driving load of the generator 2 is reduced by the firing torque of the engine 1, and the power consumption in the generator 2 can be reduced as much as possible within the engine stability limit.
[0063]
Therefore, energy regeneration by the electric motor 4 can be performed until the vehicle stops, and the engine brake can be applied reliably.
[0064]
As described above, according to the present embodiment, when the electric power is regenerated by the electric motor 4 when the vehicle is decelerated, the generator 1 supplies fuel to the engine 1 when the electric power value to be consumed by the electric generator 2 is larger than a predetermined value. The motoring rotation is performed without performing the operation, and when it is smaller than the predetermined value, the generator 2 supplies the fuel to the engine 1 and performs the firing rotation while burning it. Compared to the power consumption of the generator 2 when the engine 1 is motored within the stability limit, the power consumption of the generator 2 when the engine 1 is fired can be reduced. Even when the electric power is small and the power consumption of the generator 2 is small, by firing the engine 1, the generator 1 can be generated until immediately before the vehicle stops, and stable engine braking performance can be ensured.
[0065]
Further, the power regeneration at the time of deceleration is performed by causing the generator 2 to consume power when the charging state of the battery 9 is equal to or higher than a predetermined upper limit value, and by charging the battery 9 otherwise, the engine at the time of deceleration. The brake performance can be ensured and the overcharge of the battery 9 can be avoided.
[0066]
The engine 1 is motored by comparing the generated power of the generator 2 during deceleration with a value corresponding to the minimum motoring power consumption when the engine 1 is rotated within the stability limit. Therefore, the stability of the engine rotation when the generator 1 is forcibly rotated by the generator 2 can be ensured.
[0067]
Further, in addition to the state of charge of the battery 9, by determining whether to perform motoring or firing based on the power consumption of the generator 2 and the minimum motoring power consumption, or to set the regenerative power to zero, While the regenerative power is supplied to the battery 9 without excess or deficiency, the deceleration energy can be regenerated until just before the vehicle stops, and the engine brake can be applied stably.
[0068]
The present invention is not limited to the above-described embodiments, and it is obvious that various modifications and improvements can be made within the scope of the technical idea described in the claims.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle to which the present invention is applied.
FIG. 2 is a block diagram showing control contents of an integrated control unit.
FIG. 3 is a block diagram showing an operation mode determination unit.
FIG. 4 is a block diagram showing a cooperative command value generation unit.
FIG. 5 is a diagram showing a relationship between an engine operation mode and power consumption.
[Explanation of symbols]
1 Engine 2 Generator 4 Motor 9 Battery 10 Battery Integrated Control Unit (GCU)
11 Engine control unit (ECU)
12 Transmission Control Unit (TCU)
13 Air Flow Meter 14 Electronically Controlled Throttle Device 21 Motor Rotation Speed Sensor 22 Accelerator Operation Amount Sensor 23 Crank Angle Sensor 24 Generator Rotation Speed Sensor

Claims (7)

An engine, a generator coupled to the engine output shaft, an electric motor coupled to the drive shaft of the vehicle, and a battery connected to the generator and the electric motor, the electric power regenerated by the electric motor during deceleration of the vehicle In a hybrid vehicle that is supplied to a generator and consumed,
Means for calculating power to be consumed by the generator when the vehicle decelerates;
When the calculated power value is larger than the predetermined value, the engine rotates the motoring without supplying fuel to the generator. On the other hand, when the calculated power value is smaller than the predetermined value, the engine supplies fuel to the generator. Means for rotating the firing while burning,
A control apparatus for a hybrid vehicle, comprising: In a hybrid vehicle comprising an engine, a generator coupled to the engine output shaft, an electric motor coupled to the drive shaft of the vehicle, and a battery connected to the generator and the electric motor,
Means for setting the generated power of the generator corresponding to the driving force of the motor;
Means for determining the state of charge of the battery;
Power regeneration means for performing power regeneration by the electric motor during deceleration of the vehicle;
Power consumption determination means for determining whether to regenerate the regenerative power in the generator based on the battery charge state;
An operation mode determining means for selecting whether to rotate the engine in a motoring or firing state based on the generated power of the generator when consuming regenerative power in the generator;
A control apparatus for a hybrid vehicle, comprising: The hybrid vehicle control device according to claim 2, wherein the power consumption determination unit causes the generator to consume power when the state of charge of the battery is equal to or greater than a predetermined upper limit value. 4. The control apparatus for a hybrid vehicle according to claim 2, wherein the operation mode determination means rotates the engine in a motoring state when the power generated by the generator is equal to or less than a predetermined value, and in a filing state when the power is higher than the predetermined value. The control apparatus for a hybrid vehicle according to claim 1, wherein the predetermined value is a value corresponding to a minimum motoring power consumption when the engine is rotated within a stability limit. The operation mode determination unit includes a deceleration regeneration prohibition determination unit that determines whether to perform deceleration regeneration based on the battery state and the running state of the vehicle, and when the deceleration regeneration prohibition is determined. The hybrid vehicle control device according to any one of claims 2 to 5, wherein the engine rotation is stopped. The deceleration / regeneration prohibition determination unit performs the deceleration regeneration prohibition determination when the battery charge state is equal to or higher than a predetermined upper limit value, equal to or lower than a predetermined lower limit value of the vehicle speed of the vehicle, and the accelerator opening is equal to or lower than a predetermined value. The hybrid vehicle control device according to claim 6.

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