Hybrid vehicle control device

Abstract

To provide a hybrid vehicle control device that can improve starting performance on a slope.SOLUTION: In a control device of a hybrid vehicle that includes: a motor capable of cranking an engine; a starter motor configured to crank the engine differently from the motor; a vacuum pump configured to generate negative pressure; and a brake booster configured to assist braking force by using the negative pressure and that is configured to execute hill-hold control and idling stop control independently, the maximum time that can secure the braking force for avoiding backward movement of the hybrid vehicle due to gravity is calculated from the negative pressure acting on the brake booster and the inclination of a road surface (step S1), and when the maximum time has elapsed before it is determined that blow-out of the engine occurs, the restart by the motor is stopped and the restart by the starter motor is executed (step S7).SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle equipped with an engine (internal combustion engine) and a motor as a driving force source. [Background technology]

[0002] Patent Document 1 describes a control device for a hybrid vehicle equipped with an engine and a motor generator. The control device for a hybrid vehicle described in Patent Document 1 executes idling stop control to temporarily stop the engine when the state of the vehicle satisfies a predetermined condition. In the idling stop control, the engine is restarted by the motor generator or the starter motor based on a lock determination time that depends on the temperature of the cooling fins of the inverter. The engine is basically restarted from the idling stop by the motor generator. Then, when the engine is restarted by the motor generator, if the engine is not restarted even after the lock determination time has elapsed (the engine has not reached a full explosion state and starting has not been completed), the engine is switched to being restarted by the starter motor.

[0003] Patent Document 2 describes a vehicle control device having an idling stop function and a hill hold function that maintains the braking force during idling stop. The vehicle control device described in Patent Document 2 maintains the braking force during automatic engine stop by the idling stop function, and releases the maintenance of the braking force when the engine rotation speed exceeds a predetermined reference speed or a predetermined period of time has passed since the engine automatic stop was started when the engine is restarted. In order to make the driver easily realize that the engine has failed to start due to a starter failure, the vehicle control device described in Patent Document 2 releases the maintenance of the braking force even before the predetermined period has passed if the engine restart condition is met but the engine cannot be restarted.

[0004] Furthermore, Patent Document 3 describes a vehicle equipped with a brake booster that utilizes the negative pressure in the intake pipe of an internal combustion engine, and a control device for the engine. The control device described in Patent Document 3 at least outputs warning information or automatically restarts the engine if the pressure of the brake booster exceeds a reference value while the engine is automatically stopped. The reference value is corrected according to the magnitude of the atmospheric pressure. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2006-233977 A [Patent Document 2] JP 2014-144712 ​​A [Patent Document 3] JP 2001-12272 A Summary of the Invention [Problem to be solved by the invention]

[0006] In general, in a hybrid vehicle equipped with two engine starting devices, a motor generator connected to the crankshaft by a belt transmission and a starter motor connected to the crankshaft by a gear transmission, the engine is restarted by the motor generator via the belt transmission, which is excellent in quietness and responsiveness. However, for example, when the output of the power source of the motor generator is reduced, the starting torque by the motor generator may be overwhelmed by the engine reaction force, and the engine may stop rotating, which is called "locking". In response to the problem of such "locking", the control device for a hybrid vehicle described in the above Patent Document 1 judges whether or not the engine can be restarted by the motor generator based on a locking judgment time that depends on temperature. The locking judgment time is set so that, for example, the lower the temperature of the cooling fin of the inverter, the longer the time. Then, when the engine does not reach a state of complete explosion even if the restart by the motor generator continues for the above locking judgment time or more, it is judged that "locking" has occurred, and the engine is restarted by the starter motor instead of the motor generator. Therefore, the hybrid vehicle control device described in the above Patent Document 1 can increase the opportunities for restarting the engine by the motor generator, and can restart the engine appropriately according to the outside air temperature, the temperature of the inverter circuit, etc.

[0007] On the other hand, for example, when restarting from an idling stop after stopping on an uphill road, even if the driver releases the brake pedal, the braking force is mechanically maintained until the engine restart is completed and driving force is generated, preventing the vehicle from rolling downhill. That is, so-called hill hold or hill hold control is performed. In hybrid vehicles and vehicles equipped with diesel engines, in order to provide the above-mentioned hill hold function, for example, negative pressure generated by a vacuum pump driven by the engine is used instead of the negative pressure of the intake system of the gasoline engine. In such vehicles in which a vacuum pump supplies negative pressure to the brake booster during idling stop, the supply of negative pressure to the brake booster is stopped, and the negative pressure of the brake booster is gradually released, thereby reducing the braking force for hill hold. In contrast, in the control device for a hybrid vehicle described in the above Patent Document 1, if the engine does not reach a complete explosion state even after restarting by the motor generator continues for a predetermined time, it is determined that the engine is "locked" and the engine restart is switched from the motor generator to the starter motor. Therefore, when restarting from idling stop after coming to a halt halfway up a slope like the one described above, if it takes a long time for the system to determine this "lock" and switch to restarting the engine using the starter motor, there will not be enough braking force for hill hold by the time the engine reaches full throttle and generates driving force, which could cause the vehicle to roll back up the slope.

[0008] This invention has been devised with an eye on the above technical problems, and aims to provide a control device for a hybrid vehicle that is capable of improving the hill starting performance of a hybrid vehicle having an idling stop function and a hill hold function. [Means for solving the problem]

[0009] In order to achieve the above object, the present invention provides a control device for a hybrid vehicle equipped with an engine and a motor as a driving force source or an auxiliary driving force source, the motor being capable of transmitting power to the engine via belt transmission to crank the engine, and including a starter motor that transmits power to the engine via gear transmission separately from the motor to crank the engine, a vacuum pump that is driven by the engine to generate negative pressure, and a brake booster that assists braking force by utilizing the negative pressure, the control device comprising a controller that respectively executes hill hold control that maintains the braking force regardless of a driver's brake operation, and idling stop control that automatically stops operation of the engine when a state of the hybrid vehicle satisfies a predetermined start condition, and the controller When restarting the engine, the restart is performed by the motor, and if it is determined that a lock has occurred in which the cranking stops because the reaction torque (or resistance force) of the engine is greater than the output torque of the motor for the restart, the restart by the motor is stopped and the restart by the starter motor is performed, and a maximum time for which the braking force that prevents the hybrid vehicle from rolling back due to the action of gravity is calculated from the negative pressure acting on the brake booster at the start of the restart by the motor and the gradient of the road surface on which the hybrid vehicle is stopped, and if the maximum time has elapsed before it is determined that the lock has occurred, the restart by the motor is stopped and the restart by the starter motor is performed without waiting for the determination of the lock.

[0010] In addition, the controller in the present invention may be configured to continue the restart by the motor without switching from the motor to the starter motor when it determines that the lock has not occurred during the restart by the motor.

[0011] The controller in the present invention may be configured to determine that the locking has not occurred at least when the engine speed reaches or exceeds a predetermined specified speed, or when the engine crank angle is displaced by or exceeds a predetermined angle, during execution of the restart by the motor. Effect of the Invention

[0012] The hybrid vehicle of the present invention includes an engine and a motor as driving force sources. The motor outputs a driving torque and is connected to the engine so as to transmit the torque by, for example, belt transmission, and is capable of cranking the engine by the output torque of the motor. In addition to the motor, a starter motor for cranking the engine is provided. The starter motor is connected to the engine so as to transmit the torque by, for example, gear transmission. The control device for the hybrid vehicle of the present invention executes hill-hold control and idling-stop control with a hybrid vehicle having such a configuration as a control target. In the hill-hold control, a brake booster using negative pressure generated by a vacuum pump is controlled to maintain braking force. In the idling-stop control, when the engine is restarted after being automatically stopped, restart of the engine by the motor and restart of the engine by the starter motor are appropriately switched and executed. Basically, the engine is restarted by a motor that has good quietness and responsiveness. When the output torque (cranking torque) of the motor is insufficient during restart of the engine by the motor, and so-called "lock" occurs, the motor is switched to the starter motor to restart the engine. Therefore, when the idling stop control is executed, the engine can be reliably restarted.

[0013] Furthermore, in the control device for a hybrid vehicle of the present invention, when executing the idling stop control, a maximum time that is a criterion for restarting the engine is calculated based on the negative pressure of the brake booster and the gradient of the road surface. The maximum time is the longest time that restarting by the motor can be performed without causing the hybrid vehicle to roll back, and is calculated, for example, by estimating the time until the braking force for hill hold becomes insufficient from the negative pressure of the brake booster and the gradient of the road surface, and subtracting the time required for restarting by the starter motor from the estimated time. In addition, in the control device for a hybrid vehicle of the present invention, if the maximum time calculated as described above has elapsed after starting restarting the engine by the motor, restarting of the engine by the motor is stopped, and the engine is restarted by the starter motor instead. That is, in this case, priority is given to preventing the hybrid vehicle from rolling down a slope, and the engine is restarted by switching from the motor to the starter motor immediately after the maximum time has elapsed without waiting for the above-mentioned "lock" determination. Therefore, in a situation where a hybrid vehicle is stopped on an uphill slope and hill hold control and idling stop control are executed simultaneously, it is possible to reliably prevent the hybrid vehicle from rolling downhill, while appropriately executing idling stop control and the subsequent restart of the engine.

[0014] In the control device for a hybrid vehicle of the present invention, if it is clear that the above-mentioned "lock" has not occurred during the execution of the engine restart by the motor, the restart of the engine by the motor is continued without switching to the starter motor. The determination of the presence or absence of the "lock" can be made, for example, when the engine speed reaches a predetermined speed or more during the execution of the engine restart by the motor, or when the crank angle of the engine is displaced by a predetermined angle or more, that it is clear that the "lock" has not occurred. If the maximum time calculated as above is shorter than the time normally required to restart the engine by the motor (the time required for restart on average), there is a possibility that the restart of the engine by the motor is stopped and the engine is switched to the starter motor even though the "lock" has not occurred. On the other hand, if it is determined that the lock has not occurred as described above, the restart of the engine by the motor is continued without switching from the motor to the starter motor, thereby increasing the opportunities for restarting the engine by the motor generator, which is quieter and more responsive.

[0015] Therefore, according to the hybrid vehicle control device of the present invention, idling stop control and hill hold control can each be appropriately executed, and the hill starting performance of a hybrid vehicle having such idling stop function and hill hold function can be improved. [Brief description of the drawings]

[0016] [Figure 1] FIG. 1 is a diagram showing an example of the configuration and control system of a hybrid vehicle that is an object of control by a hybrid vehicle control device of the present invention. [Diagram 2] FIG. 2 is a flowchart for explaining an example of control executed by the control device for a hybrid vehicle of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described with reference to the accompanying drawings. Note that the following embodiment is merely an example of a specific embodiment of the present invention, and is not intended to limit the present invention.

[0018] The vehicle to be controlled in the embodiment of the present invention is a hybrid vehicle equipped with an engine and a motor as a driving force source. The motor is connected to the crankshaft of the engine so as to be capable of transmitting power, and is configured to be able to crank and start the engine by the output torque of the motor. In addition to the motor as the driving force source, the vehicle also includes a dedicated starter motor for cranking the engine. Figure 1 shows an outline of the configuration of the hybrid vehicle to be controlled in the embodiment of the present invention.

[0019] 1 is a hybrid vehicle equipped with a hybrid system called, for example, a mild hybrid or a 48V hybrid, and includes an engine (ENG) 1 and a motor (MG) 2 as driving power sources. The vehicle Ve also includes a starter motor 3 and a brake system 4. The vehicle Ve also includes a detector 5 and a controller (ECU) 6 for executing various controls.

[0020] The engine 1 is an internal combustion engine, such as a gasoline engine or a diesel engine, that burns fuel to obtain power (mechanical energy). The engine 1 is configured so that the adjustment of the output and the operating state such as starting and stopping are electrically controlled. In the case of a gasoline engine, the opening of the throttle valve, the amount of fuel supplied or injected, the on / off of ignition, and the ignition timing are electrically controlled. In the case of a diesel engine, the amount of fuel injected, the timing of fuel injection, or the opening of the throttle valve in the EGR system are electrically controlled.

[0021] The motor 2 is a so-called motor generator used in the above-mentioned mild hybrid system or 48V hybrid system, and is electrically connected to, for example, a high-voltage battery (not shown) with a rated voltage of 48V so as to be able to supply and receive electric power. The motor 2 is connected to the crankshaft (not shown) of the engine 1 so as to be able to transmit power. Therefore, the motor 2 functions as a starter motor that cranks the engine 1, an assist motor that assists the output of the engine 1, and a generator (generator or alternator) driven by the output torque of the engine 1.

[0022] 1, the motor 2 transmits the torque output by the motor 2 to the engine 1 via a belt transmission mechanism 7 to crank the engine 1. The belt transmission mechanism 7 is a winding transmission mechanism made up of a pulley and a transmission belt wound around the pulley. The belt transmission mechanism 7 is made up of a large diameter pulley 7a integrally attached to the crankshaft of the engine 1, a small diameter pulley 7b integrally attached to a rotating shaft (not shown) of the motor 2, and a transmission belt 7c wound around the pulleys 7a and 7b.

[0023] The vehicle Ve also includes a vacuum pump 8. The vacuum pump 8 is driven by the output torque of the engine 1 to generate negative pressure. The negative pressure generated by the vacuum pump 8 is supplied to a brake booster 12 of the brake system 4, which will be described later. The vacuum pump 8 is connected to the engine 1, for example, by a belt transmission mechanism 9 similar to the above-mentioned belt transmission mechanism 7. Note that the belt transmission mechanism 7 and the belt transmission mechanism 9 may have a so-called multi-shaft transmission configuration in which they transmit power integrally by sharing a transmission belt 7c.

[0024] The starter motor 3 is a conventional motor commonly used for starting an engine, and is driven by power supplied from a low-voltage battery (not shown) to crank the engine 1. Specifically, the starter motor 3 transmits the torque output by the starter motor 3 to the engine 1 via a gear transmission mechanism 10 to crank the engine 1.

[0025] The brake system 4 is composed of a brake device 11 and a brake booster 12. The brake device 11 operates in response to the brake operation by the driver to generate a braking force for the vehicle Ve. At the same time, the brake device 11 is automatically controlled in a hill hold control, which will be described later, to maintain the braking force of the vehicle Ve. The brake booster 12 utilizes the negative pressure generated by the vacuum pump 8 to assist the operation of the brake device 11 and the braking force generated by the brake device 11.

[0026] In addition, in a vehicle Ve equipped with a 48V mild hybrid system such as the example shown in FIG. 1, normal running by output only from the motor 2 is not basically assumed. However, for example, when the vehicle Ve starts or runs at a very low speed, so-called creep running or a similar low-speed, low-load running by output only from the motor 2 is possible. Therefore, in the embodiment of the present invention, the motor 2 as described above is also considered to be a driving force source in a broad sense. Furthermore, the vehicle Ve in the embodiment of the present invention is not limited to the vehicle Ve configured as in the example shown in FIG. 1, but may be a hybrid vehicle of another configuration including an engine 1 and a motor 2 (motor generator) connected to the crankshaft of the engine 1 so as to be capable of transmitting power.

[0027] The detection unit 5 is a device or apparatus for acquiring various data and information required for controlling the vehicle Ve, and includes, for example, a power supply unit, a microcomputer, a sensor, and an input / output interface. In particular, the detection unit 5 in the embodiment of the present invention detects data for controlling the engine 1, the motor 2, and the brake system 4. For example, the detection unit 5 has various sensors and devices such as an engine speed sensor 5a for detecting the rotation speed of the engine 1, a rotation angle sensor 5b for detecting the rotation angle of the crankshaft of the engine 1, a motor speed sensor 5c for detecting the rotation speed of the motor 2, a pressure sensor 5d for detecting the negative pressure generated by the vacuum pump 8 and the negative pressure of the brake booster 12, an acceleration sensor 5e for detecting the acceleration of the vehicle Ve, and a timer 5f for measuring the elapsed time of the control contents. The detection unit 5 is electrically connected to a controller 6 described later, and outputs an electric signal corresponding to the detection value or the calculation value of the various sensors, devices, and the like as detection data to the controller 6.

[0028] The controller 6 is an electronic control device mainly composed of, for example, a microcomputer, and mainly controls the operation of the engine 1, the motor 2, and the brake system 4. The controller 6 receives various data detected or calculated by the detection unit 5. The controller 6 performs calculations using the received data, pre-stored data, calculation formulas, and the like. The controller 6 then outputs the calculation results as control command signals, and is configured to control the operation of the engine 1 and the motor 2, as described above. In particular, the controller 6 in the embodiment of the present invention performs idling stop control, which automatically stops the operation of the engine 1 when the state of the vehicle Ve satisfies a predetermined start condition, and hill hold control, which maintains the braking force of the vehicle Ve regardless of the driver's brake operation. Furthermore, in the embodiment of the present invention, when restarting the engine 1 after executing idling stop control, the controller 6 executes restart of the engine 1 by the motor 2, and when it is determined that a so-called "lock" has occurred, in which the cranking of the engine 1 stops because the reaction torque (or resistance) of the engine 1 is greater than the output torque of the motor 2 for restarting the engine 1, the controller 6 stops restarting the engine 1 by the motor 2 and executes restart of the engine 1 by the starter motor 3. Note that, although only one controller 6 is illustrated in Fig. 1, a plurality of controllers 6 may be provided for each device or equipment to be controlled, or for each control content.

[0029] In the embodiment of the present invention, the controller 6 of the vehicle Ve is configured to execute, for example, the control shown in the flowchart of FIG. 2 in order to appropriately execute both the idling stop control and the hill hold control as described above.

[0030] 2 is executed when an operation to restart the vehicle during idling stop is performed as shown in step S0 in a state in which idling stop control has been started and the operation of the engine 1 has been automatically stopped. An operation to restart the vehicle during idling stop is, for example, an operation in which the driver releases the brake pedal (not shown), starts depressing the accelerator pedal (not shown), starts turning the steering wheel (not shown), etc.

[0031] When a restart operation is performed during an idling stop, first, in step S1, a maximum time T1 is calculated from the gradient of the road surface on which the vehicle Ve is stopped and the negative pressure of the brake booster 12. The maximum time T1 is the longest time that the braking force that prevents the vehicle Ve from rolling back due to the action of gravity can be ensured. In other words, the maximum time T1 is the longest time that the engine 1 can be continuously restarted (start attempts can be made) by the motor 2 (motor generator) without causing the vehicle Ve to roll back. The maximum time T1 is calculated, for example, by estimating the time until the braking force for hill hold becomes insufficient from the negative pressure of the brake booster 12 and the gradient of the road surface, and subtracting the time required for the engine 1 to be restarted by the starter motor 3 from the estimated time.

[0032] In step S2, the motor 2 (motor generator) starts restarting the engine 1. Specifically, the engine 1 is cranked by the output torque (cranking torque) of the motor 2, and an attempt is made to start the engine 1.

[0033] Next, in step S3, it is determined whether or not the engine has not yet reached complete combustion, that is, whether or not the engine 1 has been restarted by the motor 2, started combustion operation, and entered an autonomous operating state.

[0034] If the engine 1 has reached a complete explosion state, that is, if the engine 1 has started combustion operation and entered an autonomous operating state, and therefore the answer is "No" in step S3, the process proceeds to step S4.

[0035] In step S4, a signal indicating completion of restarting the engine 1 is output, and then the routine shown in the flowchart of FIG. 2 is temporarily terminated.

[0036] On the other hand, if the engine 1 has not yet reached complete combustion, that is, the engine 1 has not yet started combustion operation and is not in an autonomous operating state, and therefore the answer is "Yes" in step S3, the process proceeds to step S5.

[0037] In step S5, it is determined whether the rotation speed (rotation speed of engine 1) or the crank displacement angle (crank angle of engine 1) is such that it is clear that no "lock" has occurred when engine 1 is started. Specifically, it is determined whether the rotation speed of engine 1 is equal to or higher than a predetermined rotation speed, or whether the crank angle of engine 1 has displaced by equal to or higher than a predetermined angle. If the rotation speed of engine 1 is equal to or higher than a predetermined rotation speed, or if the crank angle of engine 1 has displaced by equal to or higher than a predetermined angle, it is determined that no "lock" has occurred, that is, it is clear that no "lock" has occurred.

[0038] If it is clear that the engine 1 has not been "locked" when it is started and the answer to step S5 is "Yes," the process returns to step S3 and the same control as before is repeated. In other words, the restart of the engine 1 by the motor 2 continues.

[0039] On the other hand, if it is not clear that "lock" has not occurred when the engine 1 is started and there is a possibility that "lock" will occur later, and therefore "No" is determined in step S5, the process proceeds to step S6.

[0040] In step S6, it is determined whether the start attempt time is equal to or longer than the maximum time T1, that is, whether the maximum time T1 or longer has elapsed since the restart of the engine 1 by the motor 2 was started.

[0041] If the maximum time T1 or more has not yet elapsed since the restart of the engine 1 by the motor 2, and therefore the determination in step S6 is "No," the process returns to step S3, and the same control as before is repeated. In other words, the restart of the engine 1 by the motor 2 is continued.

[0042] On the other hand, if the maximum time T1 or more has elapsed since the restart of the engine 1 by the motor 2 was started and therefore "Yes" is determined in step S5, the process proceeds to step S7.

[0043] In step S7, the restart of the engine 1 is switched to the restart of the starter motor 3. That is, the restart of the engine 1 by the motor 2 is stopped, and instead, the restart of the engine 1 is executed by the starter motor 3. Then, after that, the routine shown in the flowchart of FIG. 2 is temporarily ended.

[0044] As described above, in the control device for a hybrid vehicle according to the embodiment of the present invention, when the idling stop control is executed, the maximum time T1 serving as a criterion for restarting the engine 1 is calculated based on the negative pressure of the brake booster 12 and the gradient of the road surface. Then, if the maximum time T1 has elapsed after the restart of the engine 1 by the motor 2 has started, the restart of the engine 1 by the motor 2 is stopped, and instead, the engine is restarted by the starter motor 3. That is, in this case, priority is given to preventing the vehicle Ve from rolling down a slope, and the engine 1 is restarted by switching from the motor 2 to the starter motor 3 immediately after the maximum time T1 has elapsed without waiting for the determination of "lock" at the time of starting the engine 1. Therefore, in a situation where the vehicle Ve stops on an uphill road and the hill hold control and the idling stop control are executed simultaneously, the idling stop control and the subsequent restart of the engine 1 can be appropriately executed while reliably preventing the vehicle Ve from rolling down a slope.

[0045] Therefore, according to the hybrid vehicle control device in this embodiment of the present invention, idling stop control and hill hold control can each be appropriately executed, and the hill starting performance of a vehicle Ve having such idling stop function and hill hold function can be improved. [Explanation of symbols]

[0046] 1 Engine (ENG) 2 Motor (MG) 3 Starter motor 4. Brake system 5. Detection section 5a (Detection section) Engine speed sensor 5b (detection part) rotation angle sensor 5c (detection section) motor rotation speed sensor 5d (Detection section) pressure sensor 5e Acceleration sensor (detection section) 5f (detector) timer 6 Controller (ECU) 7 Belt transmission mechanism (for motors) 7a (Belt transmission mechanism) large diameter pulley 7b (belt transmission mechanism) small diameter pulley 7c (Belt transmission mechanism) transmission belt 8. Vacuum Pump 9 Belt transmission mechanism (for vacuum pumps) 10 Gear transmission mechanism 11 Brake device (of brake system) 12 Brake booster (of the brake system) Ve vehicle (hybrid vehicle)

Claims

[Claim 1] A control device for a hybrid vehicle equipped with an engine and a motor as driving force sources, the motor being capable of cranking the engine, the control device including a starter motor for cranking the engine, a vacuum pump driven by the engine to generate negative pressure, and a brake booster for assisting a braking force by utilizing the negative pressure, a controller that executes a hill hold control that maintains the braking force regardless of a brake operation by a driver, and an idling stop control that automatically stops the operation of the engine when a state of the hybrid vehicle satisfies a predetermined start condition, The controller: When restarting the engine after executing the idling stop control, the restart is performed by the motor, and when it is determined that a lock in which the cranking stops has occurred due to a reaction torque of the engine being larger than an output torque of the motor for the restart, the restart by the motor is stopped and the restart by the starter motor is performed; calculating a maximum time during which the braking force for preventing the hybrid vehicle from rolling back due to gravity can be maintained based on the negative pressure acting on the brake booster and a gradient of a road surface on which the hybrid vehicle is stopped; If the maximum time has elapsed before it is determined that the lock has occurred, the restart by the motor is stopped, and the restart by the starter motor is performed. A control device for a hybrid vehicle.

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