JP4501913B2 - Regenerative braking control device for hybrid vehicle - Google Patents

Description

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

  Conventionally, an engine, a generator that can be driven by the engine, a battery that is supplied with electric power from the generator to be charged, and a drive wheel that is connected to and supplied with electric power from the battery A hybrid vehicle including a motor to be driven is known. In this vehicle, at the time of deceleration, a regenerative braking force is applied to the drive wheels by a motor, and the battery is charged by supplying regenerative power to the battery.

  By the way, a battery deteriorates when it is overcharged. In view of this, when the amount of electricity stored in the battery exceeds the allowable amount of electricity stored, it is conceivable to suppress the battery from being overcharged by reducing the regenerative power. However, if the regenerative power is reduced, the regenerative braking force is also reduced.At this time, if the driver depresses the brake pedal in the same manner as when the amount of stored electricity does not exceed the allowable amount of stored energy, the regenerative braking force decreases. Accordingly, the total braking force applied to the vehicle is smaller than when the amount of stored electricity does not exceed the allowable amount of stored electricity, and thus the driver feels uncomfortable.

In order to solve this problem, in Patent Documents 1 and 2, when the storage amount of the battery exceeds the allowable storage amount, the regenerative power is not reduced, but instead the surplus regenerative power is supplied to the generator. Therefore, surplus regenerative power is consumed by forcibly increasing the engine speed with a generator. As a result, the driver can be prevented from feeling uncomfortable.
JP-A-7-131905 JP-A-8-207600

  However, in Patent Documents 1 and 2, it is necessary to increase the power consumption of the generator as the surplus regenerative power is increased, that is, to increase the amount of increase in engine speed. Here, since the regenerative power is supplied to the battery when the vehicle is braked, the passenger feels uncomfortable when the amount of increase in the engine speed increases as described above, even though the vehicle is decelerating.

  The present invention has been made in view of such a point, and an object of the present invention is to provide a regenerative braking control device for a hybrid vehicle in which the engine rotation is performed when the regenerative power exceeding the battery's acceptable power is large. It is to consume the regenerative power of the excess while suppressing an increase in the number.

A first aspect of the invention is an engine, a generator that can be driven by the engine, a battery that is supplied with electric power generated by the generator and charged, and a drive wheel that is connected to the electric power supplied from the battery. A regenerative braking control device for a hybrid vehicle including a motor for driving the driving wheel, wherein when the vehicle decelerates, the motor applies a regenerative braking force to the driving wheel and supplies regenerative power to the battery. Regenerative braking means, and when the regenerative power by the regenerative braking means exceeds the acceptable power of the battery, the excess regenerative power is supplied to the generator and the engine speed is reduced by the generator. When the engine speed increasing means forcibly increasing and the engine speed increasing amount by the engine speed increasing means is expected to be a predetermined amount or more, the engine A generator load increase means for increasing the generator load per revolution, as the engine rotational speed is small, and is characterized in that a predetermined amount changing means for reducing the predetermined amount.

As a result, when the amount of increase in the engine speed by the engine speed increasing means is expected to be greater than or equal to a predetermined amount, the generator load increasing means increases the load of the generator per engine rotation. The power consumption of the generator per revolution increases. For this reason, when the regenerative power exceeding the acceptable power of the battery is large, the excess regenerative power can be consumed while suppressing the increase amount of the engine speed from increasing. Therefore, it is possible to prevent the occupant from feeling discomfort.

And in time, when the engine speed is low, even a small increase amount of the engine speed, the passenger is likely to feel uncomfortable.

  Here, according to the present invention, as the engine speed is smaller, the predetermined amount is reduced by the predetermined amount changing means. Therefore, as the engine speed is smaller, the load on the generator per engine rotation is likely to increase. For this reason, it can suppress reliably that a passenger | crew feels uncomfortable.

In a second aspect based on the first aspect , when the regenerative power generated by the regenerative braking means exceeds the acceptable power of the battery, the engine speed increasing means generates the excess power by the power generation. The engine rotation speed is forcibly increased by applying torque to the engine crankshaft by the generator and applying the torque to the engine crankshaft, and the generator load increasing means is based on the engine speed increasing means. When the amount of increase in the engine speed is expected to be greater than or equal to the predetermined amount, the crankshaft is ignited by the generator by igniting the air-fuel mixture in the engine cylinder before compression top dead center. By applying a torque in a direction opposite to the direction of the torque applied to the engine, the load on the generator per engine rotation is increased. That it is configured in which the features.

  Thereby, since the load of the generator per engine rotation is raised using the existing engine, it is not necessary to provide a new means separately.

According to a third aspect , in the second aspect, an exhaust purification catalyst is provided in the exhaust passage of the engine, and when the temperature of the catalyst is equal to or lower than a predetermined catalyst activation temperature, the catalyst temperature is the catalyst activity. The apparatus further comprises a predetermined amount reducing means for reducing the predetermined amount as compared to when the temperature is higher than the control temperature.

  As a result, when the temperature of the exhaust purification catalyst is equal to or lower than the predetermined catalyst activation temperature, the predetermined amount is reduced by the predetermined amount reducing means, compared to when the catalyst temperature is higher than the catalyst activation temperature. When the temperature is equal to or lower than the catalyst activation temperature, the load on the generator per one rotation of the engine is more likely to increase than when the catalyst temperature is higher than the catalyst activation temperature. That is, when the catalyst temperature is equal to or lower than the catalyst activation temperature, high-temperature exhaust gas generated by igniting the air-fuel mixture is more likely to occur than when the catalyst temperature is higher than the catalyst activation temperature. For this reason, the activated state of the exhaust purification catalyst can be maintained, and an increase in exhaust emission can be suppressed when the vehicle is reaccelerated.

  According to the present invention, when the amount of increase in engine speed is expected to be greater than or equal to a predetermined amount, the load on the generator per engine rotation is increased, so that the power consumption of the generator per engine rotation is large. Therefore, when the regenerative power that exceeds the acceptable power of the battery is large, it is possible to consume the regenerative power of the excess while suppressing the increase in the engine speed from increasing. Therefore, it can suppress that a passenger | crew feels discomfort.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 1 (hereinafter referred to as a vehicle 1) according to an embodiment of the present invention, and FIG. 2 is a block diagram of a regenerative braking control device 2 for the vehicle. As shown in FIG. 1, a vehicle 1 includes an engine 11 and a motor 14 as power sources, the engine 11 is used only for power generation, and a so-called series hybrid vehicle in which all the power for moving the vehicle 1 depends on the motor 14. It is. The vehicle 1 includes an engine 11, a high voltage battery 12, a motor / generator (generator) 13, and a drive motor 14.

  The engine 11 is for driving the motor / generator 13, and the crankshaft 11 a is connected to the motor / generator 13 and supplies power to the motor / generator 13. The engine 11 includes a fuel injection valve 11b that injects fuel, and an ignition plug 11c that ignites an air-fuel mixture in a cylinder (not shown) generated by the fuel from the fuel injection valve 11b (see FIG. 2). An exhaust purification catalyst 15 for purifying exhaust gas is disposed in an exhaust passage (not shown) of the engine 11. The exhaust purification catalyst 15 is activated when its temperature becomes higher than a predetermined catalyst activation temperature.

  The high voltage battery 12 is connected to a motor / generator 13 and a drive motor 14 via an inverter / converter 16, and is supplied with generated power from the motor / generator 13 and regenerative power from the drive motor 14. Charged. The high voltage battery 12 is for driving the motor / generator 13 and the driving motor 14, and supplies electric power to the motor / generator 13 and the driving motor 14. The amount of electricity stored in the high voltage battery 12 is set to an amount in the range of 20 to 80% of the maximum amount of electricity stored in order to suppress overcharge and overdischarge. Further, the power that can be received by the high voltage battery 12 decreases as the amount of power stored in the high voltage battery 12 increases. This acceptable power is the power that the high voltage battery 12 can accept. In the present embodiment, as shown in FIG. 3, the acceptable power of the high voltage battery 12 is uniformly predetermined power when the charged amount is in the range of 20 to x% of the maximum charged amount, When the charged amount is in the range of x to 80% of the maximum charged amount, the charged amount becomes smaller in proportion to the charged amount. When the amount of electricity stored is equivalent to 80% of the maximum amount of electricity stored, the acceptable power of the high voltage battery 12 is zero.

  As shown in FIG. 1, when the engine 11 is started, the motor / generator 13 is supplied with electric power from the high voltage battery 12 to start the engine 11. After the engine 11 is started, the motor 11 generates power from the engine 11. It is supplied and driven to supply power to the high voltage battery 12. The inverter / converter 16 converts the DC power from the high voltage battery 12 into AC power whose frequency is controlled and supplies it to the motor / generator 13, and the AC power from the motor / generator 13 is DC whose frequency is controlled. It is converted into electric power and supplied to the high voltage battery 12.

  The drive motor 14 is connected to both drive wheels 17 via a differential gear 18 and is supplied with electric power from the high voltage battery 12 to drive both drive wheels 17. The drive motor 14 operates as a generator when the vehicle 1 is decelerated (brake), operates as a generator, applies a regenerative braking force to each drive wheel 17, and the high-voltage battery 12. Supply regenerative power to As shown in FIG. 4, the regenerative braking force increases in proportion to the required braking force of the vehicle 1 (driver), and when the required braking force becomes y or more, the regenerative braking force becomes a uniform predetermined braking force. As shown in FIG. 1, the inverter / converter 16 converts the DC power from the high voltage battery 12 into AC power whose frequency is controlled and supplies the AC power to the drive motor 14, and the AC power from the drive motor 14. Is converted to direct current power whose frequency is controlled and supplied to the high voltage battery 12.

  As shown in FIG. 2, the vehicle regenerative braking control device 2 includes a power control module 21 (hereinafter referred to as a PCM 21. Regenerative braking means, engine speed increasing means, generator load increasing means, predetermined amount changing means, Equivalent to a predetermined amount reducing means). The PCM 21 includes a battery current / voltage sensor 22, a vehicle speed sensor 23, an accelerator opening sensor 24, a brake sensor 25, an exhaust temperature sensor 26, an engine speed sensor 27, and the fuel injection valve 11b. The spark plug 11c and the inverter / converter 16 are connected so as to be able to exchange signals.

  The battery current / voltage sensor 22 detects the current intensity and voltage of the high voltage battery 12. When the current intensity and voltage of the high voltage battery 12 are detected, the detection signal is supplied to the PCM 21. To do. When the PCM 21 receives the detection signal from the battery current / voltage sensor 22, the PCM 21 calculates the charged amount of the high voltage battery 12.

  The vehicle speed sensor 23 detects the vehicle speed of the vehicle 1 and supplies the detection signal to the PCM 21 when the vehicle speed is detected. The accelerator opening sensor 24 detects the opening of an accelerator (not shown) of the vehicle 1 and supplies the detection signal to the PCM 21 when the accelerator opening is detected. The brake sensor 25 detects an operating state of a brake (not shown) of the vehicle 1. When the operating state of the brake is detected, the brake sensor 25 supplies a detection signal to the PCM 21. When the PCM 21 receives the detection signals from the vehicle speed sensor 23, the accelerator opening sensor 24, and the brake sensor 25, the PCM 21 determines whether or not there is a deceleration request. Calculate (estimate) the braking force.

  The exhaust temperature sensor 26 is disposed near the exhaust purification catalyst 15 in the exhaust passage and detects the temperature of the exhaust near the exhaust purification catalyst 15. When the exhaust temperature is detected, the detection signal is sent to the PCM 21. To supply. When receiving the detection signal from the exhaust temperature sensor 26, the PCM 21 calculates (estimates) the temperature of the exhaust purification catalyst 15.

  The engine rotational speed sensor 27 detects the rotational speed of the engine 11 and supplies the detection signal to the PCM 21 when the engine rotational speed is detected.

  When the fuel injection valve 11b receives a control signal from the PCM 21, the fuel injection amount is controlled. When the ignition plug 11c receives a control signal from the PCM 21, the ignition timing is controlled. When receiving the control signal from the PCM 21, the inverter / converter 16 controls the regenerative braking force.

  Hereinafter, features of the present embodiment will be described.

  The PCM 21 supplies all the regenerative power to the high voltage battery 12 by supplying a control signal to the inverter / converter 16 when the regenerative power generated by the regenerative brake is less than or equal to the acceptable power of the high voltage battery 12. On the other hand, when the regenerative power by the regenerative brake exceeds the acceptable power of the high voltage battery 12, the PCM 21 corresponds to the acceptable power among the regenerative power by supplying a control signal to the inverter / converter 16. The electric power of the minute amount is supplied to the high voltage battery 12 and the excess electric power is supplied to the motor / generator 13 to forcibly increase the engine speed by the motor / generator 13. Specifically, when the regenerative power exceeds the power that can be received by the high-voltage battery 12, the PCM 21 supplies the excess power to the motor / generator 13 and torques the crankshaft 11 a by the motor / generator 13. Is applied so that the crankshaft 11a is rotated in the forward rotation direction to forcibly increase the engine speed. Note that during regenerative braking including when the engine is forcibly rotated, fuel is not injected except when the generator load is increased, which will be described later. For this reason, the energy obtained by burning the fuel is not converted into the rotational motion of the crankshaft 11a during regenerative braking except when the generator load increases.

  Further, the PCM 21 supplies a control signal to the fuel injection valve 11b and the spark plug 11c when the amount of increase in the engine speed due to the engine forced rotation is expected to be equal to or greater than a predetermined amount. The load on the motor / generator 13 per rotation is increased. Specifically, when the increase amount of the engine speed is expected to be a predetermined amount or more, the PCM 21 injects a small amount of fuel and ignites the air-fuel mixture before the compression top dead center. By applying a torque in a direction opposite to the direction of the torque applied to the crankshaft 11a by the motor / generator 13, the load applied to the motor / generator 13 per one rotation of the crankshaft is increased. As described above, the air-fuel mixture is ignited before the compression top dead center. At this ignition, the pressure in the cylinder needs to rise to a pressure that does not cause ignition failure.

  Further, the PCM 21 is configured to reduce the predetermined amount as the engine speed is smaller. In addition, when the temperature of the exhaust purification catalyst 15 is equal to or lower than the predetermined catalyst activation temperature, the PCM 21 makes the predetermined amount smaller than when the catalyst temperature is higher than the catalyst activation temperature.

  FIG. 5 is a map used for engine forced rotation, FIG. 5 (a) is a map when the engine speed is 1200 rpm, and FIG. 5 (b) is a map when the engine speed is 2500 rpm. is there. This map is provided for each engine speed, and as shown in FIG. 5, the amount of increase in engine speed due to surplus regenerative power and engine forced rotation is used as a parameter.

  Here, when the surplus regenerative power increases, the predicted increase amount of the engine speed due to the forced engine rotation increases in proportion to this. Lines L1 and L4 shown in FIG. 5 (that is, straight lines composed of a solid line and a broken line) indicate the relationship between surplus regenerative power and the predicted increase in engine speed due to engine forced rotation, respectively. The inclinations of these straight lines L1 and L4 are the same.

  Further, when the surplus regenerative power becomes equal to or higher than the predetermined power P, the load on the motor / generator 13 per one engine rotation is increased as described above. That is, when the predicted increase amount of the engine speed due to the forced engine rotation is equal to or greater than the predetermined amount R, the load on the motor / generator 13 per one engine rotation is increased. For this reason, when the surplus regenerative power is smaller than the predetermined power P, the actual increase amount of the engine speed due to the forced engine rotation coincides with the expected increase amount of the engine speed due to the forced engine rotation. Is equal to or greater than the predetermined power P, the actual increase amount of the engine speed due to the forced engine rotation becomes smaller than the expected increase amount of the engine speed due to the forced engine rotation. When the surplus regenerative power is greater than or equal to the predetermined power P, if the surplus regenerative power increases, the actual increase amount of the engine speed due to the forced engine rotation increases in proportion to this. Lines L2, L3, L5, and L6 shown in FIG. 5 indicate the relationship between the surplus regenerative power and the actual increase in engine speed due to forced engine rotation when the surplus regenerative power is equal to or greater than the predetermined power P, respectively. The inclinations of these straight lines L2, L3, L5 and L6 are the same as each other, and are smaller than the inclinations of the straight lines L1 and L4.

  Furthermore, the predetermined power P1 when the engine speed is 1200 rpm is set smaller than the predetermined power P3 when the engine speed is 2500 rpm. That is, the predetermined amount R1 when the engine speed is 1200 rpm is set smaller than the predetermined amount R3 when the engine speed is 2500 rpm.

  Moreover, the predetermined power P2 (or P4) when the catalyst temperature is lower than the predetermined catalyst activation temperature is higher than the predetermined power P1 (or P3) when the catalyst temperature is higher than the catalyst activation temperature. Is set too small. That is, the predetermined amount R2 (or R4) when the catalyst temperature is equal to or lower than the catalyst activation temperature is set smaller than the predetermined amount R1 (or R3) when the catalyst temperature is higher than the catalyst activation temperature. ing.

-Regenerative braking control by vehicle regenerative braking control device-
Hereinafter, the regenerative braking control by the regenerative braking control device 2 of the vehicle will be described with reference to the flowchart shown in FIG.

  In step S1, detection signals from the vehicle speed sensor 23, the accelerator opening sensor 24, and the brake sensor 25 are read. In step S2, it is determined whether or not there is a deceleration request. If the determination result in step S2 is YES, the process proceeds to step S3. If NO, the process returns to the start.

  In step S3, the required braking force is calculated, and the regenerative power WA is calculated based on the calculated value. In step S4, the storage amount of the high voltage battery 12 is read. In step S5, the power WB that can be received by the high voltage battery 12 is determined. In step S6, it is determined whether or not the regenerative power WA is larger than the power WB. If the determination result of step S6 is YES, the process proceeds to step S7, and if NO, the process proceeds to step S16.

  In step S7, a detection signal from the engine speed sensor 27 is read. In step S8, based on the engine speed and the surplus regenerative power ΔW obtained by subtracting the power WB from the regenerative power WA, the predicted change amount ΔN of the engine speed by the engine forced rotation control in step S15 is read from the map. In step S9, a detection signal from the exhaust temperature sensor 26 is read. In step S10, it is determined whether or not the catalyst temperature is equal to or lower than a predetermined catalyst activation temperature. If the determination result of step S10 is YES, the process proceeds to step S11. If NO, the process proceeds to step S12.

  In step S11, the predetermined amount is set to a predetermined amount when the catalyst temperature is equal to or lower than the catalyst activation temperature. Thereafter, the process proceeds to step S13. In step S12, the predetermined amount is set to a predetermined amount when the catalyst temperature is higher than the catalyst activation temperature. Thereafter, the process proceeds to step S13. In step S13, it is determined whether or not the predicted change amount ΔN of the engine speed is greater than or equal to a predetermined amount. If the determination result of step S13 is YES, the process proceeds to step S14, and if NO, the process proceeds to step S15.

  In step S14, generator load increase control is executed to increase the load of the generator 13 per one engine revolution at the time of engine forced rotation control in step S15.

  In step S <b> 15, engine forced rotation control is performed in which surplus regenerative power ΔW is supplied to the generator 13 and the generator 13 forcibly increases the engine speed. Then return to the start.

  On the other hand, in step 16, all the regenerative power WA is supplied to the high voltage battery 12. Then return to the start.

-Effect-
As described above, according to the present embodiment, when the increase amount of the engine speed by the PCM 21 is expected to be a predetermined amount or more, the load of the motor / generator 13 per one engine rotation is increased by the PCM 21. The power consumption of the motor / generator 13 per rotation increases. For this reason, when the amount of regenerative power that exceeds the power that can be received by the high-voltage battery 12 is large, the amount of regenerative power that exceeds that amount can be consumed while suppressing the increase in the engine speed from increasing. . Therefore, it can suppress that a passenger | crew feels discomfort.

  By the way, if the engine speed is small, even if the increase amount of the engine speed is small, the occupant tends to feel uncomfortable.

  Here, according to the present embodiment, the smaller the engine speed, the smaller the predetermined amount by the PCM 21. Therefore, the smaller the engine speed, the more likely the load on the motor / generator 13 per engine revolution increases. For this reason, it can suppress reliably that a passenger | crew feels uncomfortable.

  In addition, since the load of the motor / generator 13 per one engine revolution is increased using the existing engine 11, it is not necessary to provide a new means separately.

  Further, when the temperature of the exhaust purification catalyst 15 is equal to or lower than the predetermined catalyst activation temperature, the PCM 21 makes the predetermined amount smaller than when the catalyst temperature is higher than the catalyst activation temperature. When the temperature is equal to or lower than the activation temperature, the load of the motor / generator 13 per engine rotation is more likely to increase than when the catalyst temperature is higher than the catalyst activation temperature. That is, when the catalyst temperature is equal to or lower than the catalyst activation temperature, high-temperature exhaust gas generated by igniting the air-fuel mixture is more likely to occur than when the catalyst temperature is higher than the catalyst activation temperature. For this reason, the activated state of the exhaust purification catalyst 15 can be maintained, and an increase in exhaust emission can be suppressed when the vehicle 1 is reaccelerated.

(Other embodiments)
In the above embodiment, the load of the motor / generator 13 per one rotation of the engine is increased by igniting the air-fuel mixture before the compression top dead center. However, the present invention is not limited to this. (Not shown) or by advancing the intake valve timing (that is, closing the intake valve (not shown) of the engine 11 quickly) to increase the pumping loss and the motor per engine rotation. The load on the generator 13 may be increased.

  The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. The scope of the present invention is indicated by the claims, and is not restricted by the text of the specification. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the regenerative braking control device for a hybrid vehicle according to the present invention suppresses an increase in the amount of increase in engine speed when the regenerative power exceeding the battery's acceptable power is large. It can be applied to uses for consuming the excess regenerative power.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram of the regenerative braking control device of a hybrid vehicle. It is a figure which shows the relationship between the electrical storage amount of a high voltage battery, and the electric power which can be received of a high voltage battery. It is a figure which shows the relationship between the request | requirement braking force and regenerative braking force of a hybrid vehicle. It is a map used for engine forced rotation, (a) is a map when an engine speed is 1200 rpm, (b) is a map when an engine speed is 2500 rpm. It is a flowchart of the regenerative brake control by the regenerative braking control apparatus of a hybrid vehicle.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Regenerative braking control apparatus 11 of hybrid vehicle Engine 11a Crankshaft 12 High voltage battery 13 Motor generator (generator)
14 Drive motor 15 Exhaust purification catalyst 17 Drive wheel 21 Power control module (regenerative braking means, engine speed increasing means, generator load increasing means, predetermined amount changing means, predetermined amount reducing means)

Claims (3)

An engine, a generator that can be driven by the engine, a battery that is supplied with power generated by the generator and charged, and a drive wheel that is connected to the power wheel to drive the drive wheel A regenerative braking control device for a hybrid vehicle including a motor to be driven,
Regenerative braking means for applying a regenerative braking force to the drive wheels by the motor and supplying regenerative power to the battery when the vehicle decelerates;
When the regenerative power by the regenerative braking means exceeds the acceptable power of the battery, the engine that supplies the excess regenerative power to the generator and forcibly increases the engine speed by the generator Rotation speed increasing means;
Generator load increasing means for increasing the load of the generator per one engine revolution when the engine speed increasing amount by the engine speed increasing means is expected to be a predetermined amount or more ;
A regenerative braking control device for a hybrid vehicle, comprising: a predetermined amount changing means for decreasing the predetermined amount as the engine speed is smaller . In the regenerative braking control apparatus for a hybrid vehicle according to claim 1 Symbol placement,
When the regenerative power generated by the regenerative braking means exceeds the power that can be received by the battery, the engine speed increasing means supplies the excess power to the generator, and the generator generates a crank for the engine. It is configured to forcibly increase the engine speed by applying torque to the shaft,
The generator load increasing means ignites the air-fuel mixture in the engine cylinder before the compression top dead center when the engine speed increasing amount by the engine speed increasing means is expected to be equal to or greater than the predetermined amount. By so doing, the torque of the generator per rotation of the engine is increased by applying a torque in the direction opposite to the direction of the torque applied to the crankshaft by the generator. A regenerative braking control device for a hybrid vehicle, characterized in that: The regenerative braking control device for a hybrid vehicle according to claim 2 ,
An exhaust purification catalyst is provided in the exhaust passage of the engine,
When the temperature of the catalyst is equal to or lower than a predetermined catalyst activation temperature, it further comprises a predetermined amount reducing means for reducing the predetermined amount compared to when the catalyst temperature is higher than the catalyst activation temperature. A regenerative braking control device for a hybrid vehicle.

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