Control apparatus for hybrid vehicle

1. Field of the Invention

The present invention relates to a control apparatus for a hybrid vehicle driven by an engine and a motor. In particular the invention relates to a control apparatus for a hybrid vehicle, which regulates the deceleration regeneration amount by a motor according to traveling conditions.

This application is based on Japanese Patent Application, Unpublished, No. Hei 11-280682, the contents of which are incorporated herein by reference.

2. Description of the Related Art

Heretofore there is known a hybrid vehicle incorporating a motor in addition to an engine as a drive source for vehicle propulsion.

For one type of such hybrid vehicle, there is a parallel hybrid vehicle where the motor is used as an auxiliary drive source for assisting the output from the engine. With this parallel hybrid vehicle, for example at the time of acceleration, the output from the engine is assisted by means of the motor, while at the time of deceleration, various control is carried out such as performing charging of a battery by deceleration regeneration, so that the remaining charge (electrical energy) of the battery can be maintained while satisfying the requirements of the driver. (For example, as disclosed in Japanese Unexamined Patent Application, First Publication No. Hei 7-123509.)

According to the control apparatus for the above-mentioned conventional hybrid vehicle, for example, in a situation where the degree of throttle opening (e.g. the extent of the throttle opening) is fully closed state, or fuel supply to the engine is stopped such as when traveling at high speed, the hybrid vehicle is decelerated by the two actions of regeneration by the motor and engine braking. Therefore, if the deceleration of the vehicle is as the driver has estimated, there is no problem, however, if the deceleration is greater than estimated, against the driver's intention, for example, when there is a vehicle traveling ahead, if the distance from the forward vehicle is increasing, a situation may occur when the accelerator pedal is pressed again with the intention of following the vehicle traveling ahead. In this case, the frequency of regeneration the motor is reduced, the frequency of stopping fuel supply is reduced, and there is a problem of deterioration in fuel consumption rate.

The present invention takes into consideration the above situation, with the object of providing a control apparatus for a hybrid vehicle that can improve fuel consumption rate by regulating the regeneration amount by the motor to make appropriate the perceived deceleration of a vehicle.

To solve the abovementioned problem and achieve this object, a control apparatus for a hybrid vehicle (hybrid vehicle 10 in an embodiment as mentioned later) comprising: an engine (engine E) for outputting a propulsion force for a vehicle, a motor (motor M) for assisting the output from the engine depending on the driving conditions of the vehicle, and a storage unit (battery 22 ) for storing generated energy when the motor is used as a generator under the output from the engine, and regenerated energy obtained from regeneration of the motor at the time of vehicle deceleration, comprising: a remaining charge computing device (battery ECU 13 ) for computing the remaining charge of the storage unit, a speed detector (vehicle speed sensor S 1 ) for detecting the speed of the vehicle, a regeneration amount setting device (step S 202 and step S 203 ) for setting the amount to be regenerated from the motor, and a regeneration amount reduction device (step S 207 ) for, at the time of reducing the speed of the vehicle when a degree of throttle opening of the vehicle is fully closed state, or fuel supply to the engine is stopped, in the case where the remaining charge is computed by the remaining charge computing device to be greater than or equal to a predetermined remaining charge, and the speed is detected by the speed detector to be greater than or equal to a predetermined speed, multiplying the amount to be regenerated by a predetermined reduction coefficient.

According to the control apparatus for a hybrid vehicle of the above construction, in the case where the remaining battery charge of the storage unit is greater than or equal to a predetermined value, and the speed of the vehicle is greater than or equal to a predetermined speed, the regeneration amount by regeneration of the motor is reduced to prevent excessive deceleration of the hybrid vehicle, and the deceleration perceived by the driver is made appropriate. Consequently, unnecessary pressing of the accelerator pedal by the driver can be controlled. As a result, a decrease in frequency of regeneration of the motor can be prevented, and deterioration of fuel consumption ratio can be prevented by a decrease in the frequency of stopping the fuel supply.

Furthermore, the control apparatus for the hybrid vehicle of the present invention of a second aspect further comprising: a brake operation detector (brake switch S 4 ) for detecting the brake operation of the vehicle, and a regeneration amount reduction inhibiting device (step S 201 ) for, in the case where the brake operation detector detects that the brake is working, inhibiting the operation of the regeneration amount reduction device.

According to the control apparatus for a hybrid vehicle of the above construction, in the case where the brake pedal is pressed, it is determined that deceleration of the hybrid vehicle is requested by the driver, and reduction of the regeneration amount from the regeneration of the motor is inhibited. Consequently, the driver's intention is accurately reflected, and the hybrid vehicle can be decelerated, and regenerated energy can be obtained without unnecessary reduction of the regeneration amount.

Moreover, according to the control apparatus for a hybrid vehicle of the present invention of a third aspect, the hybrid vehicle is provided with an automatic transmission (transmission T) and gear shift schedule controller (CVTECU 14 ) for changing a gear shift schedule according to traveling conditions of the vehicle, and the regeneration amount reduction inhibiting device, in the case where the gear shift schedule controller is operating, or a deceleration ratio of the automatic transmission is larger than a predetermined deceleration ratio, inhibits the operation of the regeneration amount reduction device.

According to the control apparatus for a hybrid vehicle of the above construction, in the case where gear shift control is performed by the automatic transmission or the gear shift schedule controller, by inhibiting reduction of the regeneration amount, for example, it is possible to avoid disturbing the control for setting a large deceleration ratio to decelerate the hybrid vehicle at the time of traveling down a slope, and for changing the gear shift schedule to improve the effect of the engine brake.

FIG. 1 is a schematic diagram of a hybrid vehicle incorporating a hybrid vehicle control apparatus according to one embodiment of the present invention.

FIG. 2 is a flow chart showing motor operating mode determination.

FIG. 3 is a flow chart showing operation of deceleration mode.

FIG. 4 is a graph showing a regeneration amount table of an MT (Manual Transmission) vehicle when the brake is OFF with respect to the engine speed NERGN 1 through to NERGN 20

FIG. 5 is a graph showing a regeneration amount table of a CVT (Continuously Variable Transmission) vehicle when the brake is OFF with respect to the control vehicle speed VRGN 1 through to VRGN 20 .

FIG. 6 is a graph showing a regeneration amount table of the MT vehicle when the brake is ON with respect to the engine speed NERGNBR 1 through to NERGNBR 20 .

FIG. 7 is a graph showing a regeneration amount table of the CVT vehicle when the brake is ON with respect to the control vehicle speed VRGNBR 1 through to VRGNBR 20 .

FIG. 8 is a graph showing a regeneration EL correction amount table when the brake is OFF.

FIG. 9 shows a modified example of the flow chart showing operation of the deceleration mode of FIG. 3, in the operation of the control apparatus of the hybrid vehicle according to the embodiments.

Hereinafter is a description of an embodiment of a control apparatus for a hybrid vehicle of the present invention, with reference to the appended drawings. FIG. 1 is a schematic diagram of a hybrid vehicle 10 incorporating a hybrid vehicle control apparatus 1 according to the embodiment of the present invention.

The hybrid vehicle 10 corresponds for example to a parallel hybrid vehicle. The driving force from both an engine E and a motor M is transmitted to the front wheels Wf, Wf (only one side shown in FIG. 1) serving as driving wheels via a transmission T comprising either an automatic transmission or a manual transmission. Furthermore, when the driving force is transmitted to the motor M from the front wheels Wf, Wf at the time of deceleration of the hybrid vehicle 10 , the motor M functions as a generator to produce so called regenerative braking force, and the kinetic energy of the vehicle is recovered as electrical energy.

The control apparatus 1 for the hybrid vehicle according to this embodiment comprises a motor ECU 11 , an FIECU 12 , a battery ECU 13 and a CVTECU 14 .

The drive and regeneration of the motor M is performed by a power drive unit 21 , which receives control instructions from the motor ECU 11 . A battery 22 of a high voltage system for transferring electrical energy and the motor M is connected to the power drive unit 21 . The battery 22 is constructed from individual modules where a plurality of cells, for example 20 cells, is connected in series, with a plurality of these modules, for example 10 modules, connected in series. Mounted on the hybrid vehicle 10 is a 12-volt auxiliary battery 23 for driving various accessories. This auxiliary battery 23 is connected to the battery 22 via a downverter 24 . The down converter 24 , which is controlled by the FIECU 12 , reduces the voltage of the battery 22 for charging the auxiliary battery 23 .

The FIECU 12 , in addition to the motor ECU 11 and the downverter 24 , controls the operation of a fuel supply amount control device 31 for controlling the fuel supply amount to the engine E, the operation of a starter motor 32 , and also the ignition timing. Therefore, inputs to the FIECU 12 are: a signal from a vehicle speed sensor S 1 for detecting the vehicle speed V based on the revolution speed of a drive shaft in the transmission T, a signal from an engine speed sensor S 2 for detecting engine speed NE, a signal from a shift position sensor S 3 for detecting the shift position of the transmission T, a signal from a brake switch S 4 for detecting operation of a brake pedal 33 , a signal from a clutch switch S 5 for detecting the operation of a clutch pedal 34 , a signal from a throttle opening sensor S 6 for detecting degree of throttle opening TH, and a signal from an air intake passage pressure sensor S 7 for detecting air intake passage pressure PB.

Furthermore, the battery ECU 13 protects the battery 22 , and computes the remaining battery charge (State of Charge) SOC of the battery 22 . The CVTECU 14 controls the CVT.

The hybrid vehicle control apparatus 1 of the embodiment is incorporated in the above construction. Next is a description of the operation of the hybrid vehicle control apparatus 1 , with reference to the appended drawings. FIG. 2 is a flow chart showing motor operating mode determination, FIG. 3 is a flow chart showing operation of the deceleration mode, FIG. 4 is a graph showing a regeneration amount table for an MT vehicle at the time the brake is OFF with respect to the engine speed NERGN 1 through to NERGN 20 , FIG. 5 is a graph showing a regeneration amount table for a CVT vehicle when the brake is OFF with respect to the control vehicle speed, VRGN 1 through to VRGN 20 , FIG. 6 is a graph showing a regeneration amount table for an MT vehicle when the brake is ON with respect to the engine speed NERGNBR 1 through to NERGNBR 20 , FIG. 7 is a graph showing the regeneration amount table for a CVT vehicle when the brake is ON with respect to the control vehicle speed, VRGNBR 1 through to VRGNBR 20 , and FIG. 8 is a graph showing the regeneration EL correction amount table when the brake is OFF.

This hybrid vehicle 10 has control modes: “idle stop mode”, “idle mode”, “deceleration mode”, “acceleration mode” and “cruise mode”.

There follows a description of the processing of motor operating mode determinations based on the flow chart of FIG. 2 .

First, in step S 101 , it is determined whether the flag setting of an MT/CVT determination flag F_AT is “1”. In the case where the determination result is “NO”, that is, it is determined to be an MT vehicle, control proceeds to step S 102 as mentioned later.

On the other hand, in the case where the determination result is “YES”, that is it is determined to be a CVT vehicle, control proceeds to step S 120 . Here, it is determined whether the flag setting of CVT in gear determination flag F_ATNP is “1”. In the case where the determination result in step S 120 is “NO”, that is, it is determined to be in gear, control proceeds to step S 120 A, and it is determined whether the flag setting of the switchback determination flag F_VSWB is “1”. In the case where the determination result is “NO”, that is it is determined that the shift lever is not being operated, the processing of step S 104 and thereafter as mentioned later is performed. On the other hand, in the case where the determination result in step S 120 A is “YES”, that is, it is determined that the shift lever is being operated, control proceeds to step S 122 , shifts to “idle mode”, and the series of processing is terminated. With the idle mode, fuel supply is resumed after fuel supply cut to maintain the engine E in an idle condition.

On the other hand, in the case where the determination result of step S 120 is “YES”, that is it is determined to be N, P range, control proceeds to step S 121 , and it is determined whether the flag setting of the engine stop control execution flag F_FCMG is “1”. In the case where the determination result is “NO”, control proceeds to “idle mode” in step S 122 , and the series of processing is terminated.

On the other hand, in step S 121 , in the case where the flag setting of the engine stop control execution flag F_FCMG is determined to be “1”, control proceeds to step S 123 , shifts to “idle stop mode”, and the series of processing is terminated. With the idle stop mode, for example at the time the vehicle is stopped, the engine E is stopped in a predetermined condition.

In step S 102 , it is determined whether the flag setting of the neutral position determination flag F_NSW is “1”. In the case where the determination result is “YES”, that is, it is determined to be in neutral position, the processing of step S 121 and thereafter is performed.

On the other hand, in the case where the determination result in step S 102 is “NO”, that is, it is determined to be in gear, control proceeds to step S 103 , and here it is determined whether the flag setting of the clutch engagement determination flag F_CLSW is “1”. In the case where the determination result is “YES”, that is, it is determined that the clutch is “disengaged”, control proceeds to step S 121 .

On the other hand, in the case where the determination result in step S 103 is “NO”, that is, it is determined that the clutch is “engaged”, control proceeds to step S 104 .

In step S 104 , it is determined whether the flag setting of the IDLE determination flag F_THIDLMG is “1”. In the case where the determination result is “NO”, that is, it is determined that the throttle is fully closed, control proceeds to step S 110 as mentioned later.

On the other hand, in the case where the determination result in step S 104 is “YES”, that is, it is determined that the throttle is not fully closed, control proceeds to step S 105 , and it is determined whether the flag setting of the motor assistance determination flag F_MAST is “1”.

Then, in the case where the determination result of step S 105 is “NO”, control proceeds to step S 110 as mentioned later. On the other hand, in the case where the determination result of step S 105 is “YES”, control proceeds to step S 106 .

In step S 106 , it is determined whether the flag setting of the MT/CVT determination flag F_AT is “1”. In the case where the determination result is “NO”, that is, it is determined to be an MT vehicle, control proceeds to step S 108 , and it is determined whether the final charge instruction value REGENF is less than or equal to zero. In the case where the determination result is “NO”, the series of processing is terminated. On the other hand, in the case where the determination result in step S 108 is “YES”, control proceeds to “acceleration mode” in step S 109 , and the series of processing is terminated.

On the other hand, in the case where the determination result in step S 106 is “YES”, that is, it is determined to be a CVT vehicle, control proceeds to step S 107 , and it is determined whether the flag setting of the brake ON determination flag F_BKSW is “1”. In the case where the determination result is “YES”, that is, it is determined that the brake pedal is pressed, control proceeds to step S 112 as mentioned later.

On the other hand, in the case where the determination result of step S 107 is “NO”, that is, it is determined that the brake pedal is not pressed, control proceeds to step S 108 .

In step S 110 , it is determined whether the flag setting of the MT/CVT determination flag F_AT is “1”. In the case where the determination result is “NO”, that is, it is determined to be an MT vehicle, control proceeds to step S 112 as mentioned later.

On the other hand, in the case where the determination result is “YES”, that is, it is determined to be a CVT vehicle, control proceeds to step S 111 , and it is determined whether the flag setting of the CVT reverse position determination flag F_ATPR is “1”. In the case where the determination result is “YES”, that is, it is determined that the CVT is in reverse position, control proceeds to step S 122 , shifts to “idle mode”, and the series of processing is terminated.

On the other hand, in the case where the determination result of step S 111 is “NO”, that is, it is determined that the CVT is not in reverse position, control proceeds to step S 112 .

In step S 112 , it is determined whether the engine control vehicle speed VP is “0”. In the case where the determination result is “YES”, that is, it is determined that the engine control vehicle speed VP is zero, control proceeds to step S 121 .

On the other hand, in the case where the determination result is “NO”, that is, it is determined that the engine control vehicle speed VP is not zero, control proceeds to step S 113 .

In step S 113 , it is determined whether the flag setting of the engine stop control execution flag F_FCMG is “1”. In the case where the determination result is “YES”, control proceeds to step S 123 and shifts to “idle stop mode”, and the series of processing is terminated.

On the other hand, in the case where the determination result of step S 113 is “NO”, control proceeds to step S 114 .

In step S 114 , the engine speed NE and the cruise/deceleration mode lower limit engine speed #NERGNLx are compared. Here, “x” in the cruise/deceleration mode lower limit engine speed #NERGNLx is a value (including hysteresis) set for each gear.

As a result of the determination in step S 114 , in the case where it is determined that the engine speed NE≦ the cruise/deceleration mode lower limit engine speed #NERGNLx, that is, it is determined to be revolving slowly, control proceeds to step S 121 . On the other hand, in the case where it is determined the engine speed NE>the cruise/deceleration mode lower limit engine speed #NERGNLx, that is, it is determined to be revolving quickly, control proceeds to step S 115 .

In step S 115 , it is determined whether the flag setting of the brake ON determination flag F_BKSW is “1”. In the case where the determination result is “NO”, that is, it is determined that the brake pedal is not pressed, control proceeds to step S 117 . On the other hand, in the case where the determination result is “YES”, that is it is determined that the brake pedal is pressed, control proceeds to step S 116 .

In step S 116 , it is determined whether the flag setting of the IDLE determination flag F_THIDLMG is “1”. In the case where the determination result is “NO”, that is, it is determined that the throttle is fully closed, control proceeds to step S 124 , shifts to “deceleration mode”, and the series of processing is terminated.

On the other hand, in the case where the determination result of step S 116 is “YES”, that is, the throttle is not fully closed, control proceeds to step S 117 .

In step S 117 , it is determined whether the flag setting of the fuel supply cut execution flag F_PC is “1”. In the case where the determination result is “YES”, that is it is determined that the fuel supply is stopped, control proceeds to step S 124 , shifts to “deceleration mode”, and the series of processing is terminated. On the other hand, in the case where the determination result is “NO”, control proceeds to S 118 .

In step S 118 , the subtraction processing for the final assistance instruction value ASTPWRF is performed, then, control proceeds to step S 119 .

In step S 119 , it is determined whether the final assistance instruction value ASTPWRF is less than or equal to zero. In the case where the determination result is “YES”, control proceeds to step S 125 , and shifts to “cruise mode”. On the other hand, in the case where the determination result is “NO”, the series of the processing is terminated.

Next is a description of the processing of the deceleration mode, with reference to FIG. 3 through FIG. 9 .

First, it is determined whether the flag setting of the brake ON determination flag F_BKSW is “1” (step S 201 ). In the case where the determination result is “YES”, that is, it is determined that the brake pedal is pressed, the value of brake ON regeneration amount #REGENBR is obtained for an MT vehicle, by reference to the table of regeneration amount #RGNBMx/xH for the engine control vehicle speed NERGNBR 1 , . . . , NERGNBR 20 as shown in FIG. 6, or for a CVT vehicle, by reference to the table of regeneration amount #RGNBC/CH for the engine control vehicle speed VRGNBR 1 , . . . , VRGNBR 20 as shown in FIG. 7, and this is assigned to the deceleration regeneration computed value DECRGN (step S 202 ). Then the processing of step S 208 and thereafter is performed. That is to say, in the case where the brake pedal is pressed and it is obvious that the vehicle requires deceleration, the process of reducing regeneration amount at the time of deceleration is not performed.

On the other hand, in the case where the determination result of step S 201 is “NO”, that is, it is determined that the brake pedal is not pressed, the value of brake OFF regeneration amount #REGEN is obtained for an MT vehicle, by reference to the table of regeneration amount #RGNNMx/xH for the engine speed NERGN 1 , . . . , NERGN 20 as shown in FIG. 4, or for a CVT vehicle, by reference to the table of the regeneration amount #RGNNC/CH for the control vehicle speed VRGN 1 , . . . , VRGN 20 as shown in FIG. 5, and this is assigned to the deceleration regenerative computed value DECRGN (step S 203 ).

Then, the deceleration regenerative EL correction amount DRGVEL is obtained by reference to the deceleration regeneration EL correction amount table value DRGVELN (n=3) as shown in FIG. 8, corresponding to the average current VELAVE (step S 204 ).

Next, in step S 205 it is determined whether the remaining battery charge QBAT (equivalent to the remaining battery charge (state of charge) SOC set to the upper limit of zone A) is greater than or equal to a predetermined normal power generation mode execution upper limit remaining charge #QBCRSRH. The normal power generation mode execution upper limit remaining charge #QBCRSRH is a value with hysteresis.

Here, in the embodiment of the present invention, in the battery ECU 13 , zone dividing (so called zoning) of the remaining battery charge SOC computed for example based on voltage, discharging current, temperature etc. is performed, and a plurality, for example four zones, A, B, C, D, are set. For example, with zone A (from SOC 40% to SOC 80% through 90%) being a normal use zone, as a base, zone B (from SOC 20% to SOC 40%) being a temporary use zone is positioned below this, and zone C (from SOC 0% to SOC 20%) being an over-discharge zone, further below this. Furthermore, on zone A is set zone D (from SOC 80% through 90% to SOC 100%) being an overcharge zone.

In the case where the determination result of step S 205 is “NO”, that is, it is determined that the remaining battery charge QBAT<the normal power generation mode execution upper limit remaining charge #QBCRSRH, control proceeds to step S 208 as mentioned later.

On the other hand, in the case where the determination result of step S 205 is “YES”, that is, it is determined that the remaining battery charge QBAT≧the normal power generation mode execution upper limit remaining charge #QBCRSRH, control proceeds to step S 206 .

In step S 206 , it is determined whether the control vehicle speed VP is equal to or above a predetermined high speed deceleration regeneration reduction lower limit vehicle speed #VRSMS, for example greater than or equal to 90 through 95 km/h. Here, the high speed deceleration regeneration reduction lower limit vehicle speed #VRSMS is a value with hysteresis.

In the case where the determination result of step S 206 is “NO”, control proceeds to the processing of step S 208 and thereafter as mentioned later. On the other hand, in the case where the determination result is “YES”, the value obtained by multiplying the deceleration regeneration computed value DECRGN by a predetermined high speed deceleration regeneration reduction coefficient #KRSMS, for example 0.8, is set as a new deceleration regeneration computed value DECRGN (step S 207 ). That is to say, in the case where the remaining battery charge QBAT is equal to or above a predetermined amount, and the control vehicle speed VP is equal to or above the predetermined speed, the regeneration amount at the time of deceleration is reduced.

Then, in step S 208 , the value obtained by adding the deceleration regeneration EL correction amount DRGVEL set in step S 204 to the deceleration regeneration computed value DECRGN, is set as a new deceleration regeneration computed value DECRGN.

Next, it is determined whether the energy storage zone D determination flag F_ESZONED is “1” (step S 209 ). In the case where the determination result is “YES”, control proceeds to step S 220 as mentioned later. On the other hand, in the case where the determination result is “NO”, control proceeds to step S 210 .

In step S 210 , it is determined whether the Gradual addition/subtraction update timer TDECRGN is zero. In the case where the determination result is “NO”, control proceeds to step S 215 as mentioned later. On the other hand, in the case where the determination result is “YES”, control proceeds to step S 211 .

In step S 211 , a predetermined timer value #TMDECRGN is assigned to the gradual addition/subtraction update timer TDECRGN, and control proceeds to step S 212 .

Then, in step S 212 it is determined whether the deceleration regeneration computed value DECRGN is greater than or equal to the deceleration regeneration final computed value DECRGNF.

In the case where the determination result of step S 212 is “YES”, that is, it is determined that the deceleration regeneration computed value DECRGN≧the deceleration regeneration final computed value DECRGNF, the value obtained by adding the gradual addition term #DDECRNP to the deceleration regeneration final computed value DECRGNF is set as a new deceleration regeneration final computed value DECRGNF (step S 213 ). Subsequently, it is determined whether the deceleration regeneration final computed value DECRGNF is less than or equal to the deceleration regeneration computed value DECRGN (step S 214 ).

In the case where the determination result of step S 214 is “YES”, that is, it is determined that the deceleration regeneration final computed value DECRGNF≦the deceleration regeneration computed value DECRGN, “1” is set for the deceleration regeneration permission flag F_DECRGN (step S 215 ), and control proceeds to step S 230 as mentioned later.

On the other hand, in the case where the determination result of step S 214 is “NO”, that is, it is determined that the deceleration regeneration final computed value DECRGNF>the deceleration regeneration computed value DECRGN, the deceleration regeneration computed value DECRGN is assigned to the deceleration regeneration final computed value DECRGNF (step S 216 ). Subsequently, control proceeds to step S 215 .

Furthermore, in the case where the determination result of step S 212 is “NO”, that is, the deceleration regeneration computed value DECRGN<the deceleration regeneration final computed value DECRGNF, the value obtained by subtracting the gradual subtraction term #DDECRNM from the deceleration regeneration final computed value DECRGNF, is set as a new deceleration regeneration final computed value DECRGNF (step S 217 ). Then, it is determined whether the deceleration regeneration final computed value DECRGNF is greater than or equal to the deceleration regeneration computed value DECRGN (step S 218 ).

In the case where the determination result of step S 218 is “YES”, that is, it is determined that the deceleration regeneration final computed value DECRGNF≧the deceleration regeneration computed value DECRGN, control proceeds to step S 215 . On the other hand, in the case where the determination result of step S 218 is “NO”, that is, it is determined that the deceleration regeneration final computed value DECRGNF<the deceleration regeneration computed value DECRGN, control proceeds to step S 216 .

Furthermore, in step S 220 it is determined whether the flag setting of the deceleration regeneration permission flag F_DECRGN is “1”. In the case where the determination result is “NO”, a “0” is set for the deceleration regeneration final computed value DECRGNF (step S 221 ). Then a “0” is set for the deceleration regeneration permission flag F_DECRGN (step S 222 ), and control proceeds to step S 230 as mentioned later.

On the other hand, in the case where the determination result of step S 220 is “YES”, it is determined whether the previous time was deceleration mode (SYSMOD=20). In the case where the determination result is “NO”, that is, it is determined that the previous time was not deceleration mode, control proceeds to step S 221 .

On the other hand, in the case where the determination result of step S 223 is “YES”, that is, it is determined that the previous time was deceleration mode, control proceeds to step S 224 , and it is determined whether the DDECRND gradual subtraction update timer TDECRND is zero. In the case where the determination result is “NO”, control proceeds to step S 215 . On the other hand, in the case where the determination result is “YES”, that is, it is determined that the DDECRND gradual subtraction update timer TDECRND is zero, control proceeds to step S 225 .

In step S 225 , a predetermined gradual subtraction update timer value #TMDECRND is assigned to the DDECRND gradual subtraction update timer TDECRND. In step S 226 , the value obtained by subtracting a predetermined gradual subtraction term #DDECRND from the deceleration regeneration final computed value DECRGNF, is set as a new deceleration regeneration final computed value DECRGNF. Then, in step S 227 it is determined whether the deceleration regeneration final computed value DECRGNF is less than or equal to zero.

In the case where the determination result is “NO”, control proceeds to step S 215 . On the other hand, in the case where the determination result is “YES”, control proceeds to step S 221 .

Furthermore, in step S 230 the deceleration regeneration final computed value DECRGNF is assigned to the final charge instruction value REGENF, and control proceeds to step S 231 . Then a “0” is set for the final assistance instruction value ASTPWRF, and the series of processing is terminated.

With the hybrid vehicle control apparatus 1 according to this embodiment, in the case where it is determined that the remaining battery charge QBAT≧the normal power generation mode execution upper limit remaining charge #QBCRSRH, and the control vehicle speed VP≧the high speed deceleration regeneration reduction lower limit vehicle speed #VRSMS, the value obtained by multiplying the deceleration regeneration computed value DECRGN from the regeneration of the motor M by a predetermined high speed deceleration regeneration reduction coefficient #KRSMS, for example 0.8, is set as a new deceleration regeneration computed value DECRGN. Consequently, the regeneration amount at the time of deceleration is reduced to prevent excessive deceleration of the hybrid vehicle 10 , and the deceleration perceived by the driver can be made appropriate. As a result, the traveling perception at the time of high speed traveling can be improved, which enables suppression of the driver's unnecessary pressing of the accelerator pedal. Furthermore, it is possible to maintain appropriate regeneration of the motor M and also to prevent deterioration of fuel consumption rate by reducing the frequency of stopping the fuel supply to the engine E.

Moreover, in the case where the brake pedal 33 is pressed, it is determined that deceleration of the vehicle is requested by the driver, and multiplying the deceleration regeneration computed value DECRGN from the regeneration of the motor M by the predetermined high speed deceleration regeneration reduction coefficient #KRSMS is inhibited. Consequently, the driver's intention is accurately reflected, and the hybrid vehicle 10 can be decelerated, and regenerated energy can be obtained without unnecessary reduction of the deceleration regeneration computed value DECRGN.

Next is a description of the operation of the hybrid vehicle control apparatus according to the above-mentioned embodiment, specifically of a modified example of the flow chart showing the operation of the deceleration mode of FIG. 3 . FIG. 9 shows the modified example of the flow chart showing the operation of the deceleration mode shown in FIG. 3 . In this modified example, since a point of difference from the above-mentioned embodiment is the processing of step S 205 to step S 206 of FIG. 3, the same symbols are assigned to the same parts, and the description is omitted. Hereinafter is a description of the processing between step S 205 and step S 206 .

As is shown in FIG. 9, first in step S 205 it is determined whether the remaining battery charge QBAT (equivalent to the remaining battery charge SOC set to the upper limit of zone A) is greater than or equal to a predetermined normal power generation mode execution upper limit remaining charge #QBCRSRH. In the case where the determination result is “NO”, that is, it is determined that the remaining battery charge QBAT<the normal power generation mode execution upper limit remaining charge #QBCRSRH, control proceeds to step S 208 .

On the other hand, in the case where the determination result of step S 205 is “YES”, that is, it is determined that the remaining battery charge QBAT≧the normal power generation mode execution upper limit remaining charge #QBCRSRH, control proceeds to step S 301 .

In step S 301 , it is determined whether the flag setting of the MT/CVT determination flag F_AT is “1”. In the case where the determination result is “NO”, that is, it is determined to be an MT vehicle, control proceeds to step S 206 . On the other hand, in the case where the determination result is “YES”, that is, it is determined to be a CVT vehicle, control proceeds to step S 302 .

In step S 302 , it is determined whether “prosmatec” (progressive shift schedule management technology) control is being performed. In the case where the determination result is “YES”, that is, it is determined that prosmatec control is being performed, control proceeds to step S 208 . On the other hand, in the case where the determination result is “NO”, that is, it is determined that prosmatec control is not being performed, control proceeds to step S 303 .

Here, prosmatec control is a control for correcting a shift control map to be used for a CVT vehicle gear shift control according to the traveling condition, to change the gear shift schedule. For example, at the time of ascending and descending a slope, it is arranged that smooth traveling can be performed by appropriately changing the gear shift point for shifting up and shifting down depending on the uphill grade and downhill grade.

In step S 303 , it is determined whether the CVT is in a low range. In the case where the determination result is “YES”, control proceeds to step S 208 . On the other hand, in the case where the determination result is “NO”, control proceeds to step S 206 . Here, for example at the time of traveling down the slope, the CVT is set in a low range, where the ratio of deceleration is large, and in the case where deceleration of the vehicle is requested, the processing for reducing the regenerated amount at the time of deceleration is not performed.