Hybrid vehicle control device

Abstract

To estimate quantities of air in a cylinder with good accuracy.SOLUTION: A control device of a hybrid vehicle, which controls an engine, a motor and a clutch of the hybrid vehicle in which the clutch is arranged between the engine and the motor, brings the clutch into a half-engagement state to make the motor crank the engine, and when a difference between a rotation speed of the engine and a rotation speed of the motor is within a predetermined range, brings the clutch into a complete-engagement state and executes starting-time control by which the engine is started by performing fuel injection at a fuel injection amount based on quantities of air in a cylinder and ignition, where in the starting-time control, the quantities of air in the cylinder are estimated to be quantities of air determined by adding clearance volumes in the cylinder to quantities of suctioned air suctioned through a throttle valve.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle that controls the engine, motor, and clutch of a hybrid vehicle that has a clutch between the engine and the motor. [Background technology]

[0002] Conventionally, as a control device for this type of hybrid vehicle, a device that controls the engine, motor, and clutch of a hybrid vehicle equipped with a clutch between the engine and the motor has been proposed (see, for example, Patent Document 1). When starting the engine, this device starts the engine while causing the clutch to slip and rotating the output shaft of the engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-111276 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned control device, it has been proposed to execute a start-up control in which the clutch is half-engaged to crank the engine by the motor, and when the difference between the engine speed and the motor speed falls within a predetermined range, the clutch is fully engaged and fuel is injected and ignited with a fuel injection amount based on the amount of air in the cylinder to start the engine. In such a start-up control, it is recognized that an important issue is to accurately estimate the amount of air in the cylinder.

[0005] The main object of the control device for a hybrid vehicle of the present invention is to accurately estimate the amount of air in a cylinder. [Means for solving the problem]

[0006] The hybrid vehicle control device of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The control device for a hybrid vehicle of the present invention comprises: A control device for a hybrid vehicle that controls an engine, a motor, and a clutch of a hybrid vehicle having an engine and a motor therebetween, a start-up control is executed to start the engine by half-engaging the clutch and cranking the engine with the motor, and when a difference between a rotation speed of the engine and a rotation speed of the motor falls within a predetermined range, the clutch is fully engaged and fuel is injected and ignited at a fuel injection amount based on an air amount in a cylinder; The start-up control estimates the in-cylinder air amount as an air amount including air in gaps in the cylinders of the engine. The gist of the present invention is as follows.

[0008] In the control device for a hybrid vehicle of the present invention, the clutch is half-engaged to crank the engine by the motor, and when the difference between the engine speed and the motor speed falls within a predetermined range, the clutch is fully engaged and fuel injection and ignition are performed with a fuel injection amount based on the amount of air in the cylinder to start the engine. The start-up control estimates the amount of air in the cylinder to be the amount of air including the air in the gaps in the cylinders of the engine. Before fuel injection of the engine is started, the engine is cranked by the motor, so that residual gas in the gaps in the cylinders is scavenged and fresh air (air) is retained. Therefore, by estimating the amount of air in the cylinder to be the amount of air including the air in the gaps in the cylinders of the engine, the amount of air in the cylinders can be accurately estimated. Here, the "cylinder gap" refers to the portion above the head of the piston when the piston is located at the top dead center.

[0009] In this way, in the hybrid vehicle control device of the present invention, the in-cylinder air amount may be estimated as the sum of the amount of air flowing into the cylinder via the throttle valve and the clearance volume within the cylinder, thereby enabling the in-cylinder air amount to be estimated with high accuracy.

[0010] In this case, the amount of inflow air may be the amount of intake air detected by an air flow meter. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a control device for a hybrid vehicle as an embodiment of the present invention. [Diagram 2] 1 is a diagram showing an outline of the configuration of an engine 22 mounted on a hybrid vehicle 20. FIG. [Diagram 3] 4 is an explanatory diagram showing an example of a startup air amount estimation process executed by a CPU of an engine ECU 24. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Next, an embodiment of the present invention will be described with reference to the accompanying drawings. EXAMPLES

[0013] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 equipped with a hybrid vehicle control device as an embodiment of the present invention. Fig. 2 is a schematic diagram showing the configuration of an engine 22 equipped in the hybrid vehicle 20. As shown in Fig. 1, the hybrid vehicle 20 of the embodiment includes the engine 22, a motor 30, an inverter 32, a clutch K0, an automatic transmission 40, a high-voltage battery 60, a low-voltage battery 62, a DC / DC converter 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70. In the embodiment, the engine ECU 24, the motor ECU 34, and the HVECU 70 correspond to the "hybrid vehicle control device."

[0014] The engine 22 is configured as a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel to output power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel into an intake port, and an in-cylinder injection valve 127 that injects fuel into a cylinder. The engine 22 can be operated in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode by having the port injection valve 126 and the in-cylinder injection valve 127. In the port injection mode, air purified by the air cleaner 122 is sucked into the intake pipe 123 and passes through the throttle valve 124 and the surge tank 125, and fuel is injected from the port injection valve 126 downstream of the surge tank 125 of the intake pipe 123, and the air and fuel are mixed. This mixture is then drawn into the combustion chamber 129 via the intake valve 128, where it is explosively combusted by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132, which is pushed down in the cylinder bore by the energy of the mixture, is converted into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is drawn into the combustion chamber 129 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. In the shared injection mode, fuel is injected from the port injection valve 126 when air is drawn into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. Exhaust discharged from the combustion chamber 129 to an exhaust pipe 134 via an exhaust valve 133 is discharged into the outside air via a purification device 135 and a PM filter 136. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components in the exhaust such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The PM filter 136 is formed as a porous filter from ceramics, stainless steel, or the like, and collects particulate matter (PM) such as soot in the exhaust.In place of the PM filter 136, a four-way catalyst that combines the purification function of a three-way catalyst with the function of trapping particulate matter may be used.

[0015] The operation of the engine 22 is controlled by the engine ECU 24. The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a cooling water temperature Tw from a water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes the intake valve 128 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 133. Other examples of the above include the throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 of the intake pipe 123, the intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 of the intake pipe 123, and the surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples of the above include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 of the exhaust pipe 134, a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached between the purification device 135 of the exhaust pipe 134 and the PM filter 136, and a differential pressure ΔP from a differential pressure sensor 136a that detects a differential pressure before and after the PM filter 136 (a differential pressure between the upstream side and the downstream side).

[0016] From the engine ECU 24, various control signals for controlling the operation of the engine 22 are output via an output port. Examples of signals output from the engine ECU 24 include a control signal to a throttle valve 124, a control signal to a port injection valve 126, a control signal to an in-cylinder injection valve 127, and a control signal to an ignition plug 130.

[0017] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. The engine ECU 24 also calculates a load factor KL (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22. Furthermore, the engine ECU 24 calculates a PM accumulation amount Qpm as the accumulation amount of particulate matter accumulated on the PM filter 136 based on a differential pressure ΔP from the differential pressure sensor 136a, and calculates a filter temperature Tf as the temperature of the PM filter 136 based on the rotation speed Ne of the engine 22 and the load factor KL.

[0018] 1, a starter motor 25 for cranking the engine 22 and an alternator 26 for generating power using power from the engine 22 are connected to the crankshaft 23 of the engine 22. The starter motor 25 and the alternator 26 are connected to a low-voltage power line 63 together with a low-voltage battery 62, and are controlled by the HVECU 70.

[0019] The motor 30 is configured as a synchronous generator motor, and has a rotor in which a permanent magnet is embedded in a rotor core, and a stator in which a three-phase coil is wound around a stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0, and is also connected to an input shaft 41 of an automatic transmission 45. The inverter 32 is used to drive the motor 30, and is connected to a high-voltage power line 61. The motor 30 is rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 34 controlling the switching of multiple switching elements of the inverter 32.

[0020] The motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. Signals from various sensors are input to the motor ECU 34 via the input ports. Examples of signals input to the motor ECU 34 include a rotational position θm from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors that detect the phase currents of the respective phases of the motor 30. A control signal to the inverter 32 and the like are output from the motor ECU 34 via the output port. The motor ECU 34 is connected to the HVECU 70 via a communication port. The motor ECU 34 calculates the rotational speed Nm of the motor 30 based on the rotational position θm of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0021] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and is controlled by the HVECU 70 to connect and disconnect the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30.

[0022] The automatic transmission 40 has a torque converter 43 and an automatic transmission 45 with, for example, six speeds. The torque converter 43 is configured as a general fluid transmission device, and transmits the power of an input shaft 41 connected to a rotating shaft 31 of the motor 30 to a transmission input shaft 44 which is an input shaft of the automatic transmission 45 with amplified torque, or transmits the torque as is without amplifying it. The automatic transmission 45 has the transmission input shaft 44, an output shaft 42 connected to driving wheels 49 via a differential gear 48, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches, brakes). Each of the plurality of friction engagement elements has a hydraulic servo configured of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. The automatic transmission 45 forms forward gears from 1st gear to 6th gear and reverse gears by engaging and disengaging a plurality of friction engagement elements, and transmits power between the transmission input shaft 44 and the output shaft 42. The hydraulic pressure of hydraulic oil from a mechanical oil pump or an electric oil pump is adjusted and supplied to the clutch K0 and the automatic transmission 45 by a hydraulic control device (not shown). The hydraulic control device has a valve body with a plurality of oil passages formed therein, a plurality of regulator valves, a plurality of linear solenoid valves, etc. This hydraulic control device is controlled by the HVECU 70.

[0023] High-voltage battery 60 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery with a rated voltage of several hundred volts, and is connected to high-voltage power line 61 together with inverter 32. Low-voltage battery 62 is configured as, for example, a lead-acid battery with a rated voltage of about 12 V or 14 V, and is connected to low-voltage power line 63 together with starter motor 25 and alternator 26. DC / DC converter 64 is connected to high-voltage power line 61 and low-voltage power line 63. This DC / DC converter 64 supplies power from high-voltage power line 61 to low-voltage power line 63 with a voltage step-down.

[0024] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include the rotation speed Nin from the rotation speed sensor 41a attached to the input shaft 41 of the automatic transmission 40, the rotation speed Nmi from the rotation speed sensor 44a attached to the transmission input shaft 44 of the automatic transmission 40, and the rotation speed Nout from the rotation speed sensor 42a attached to the output shaft 42 of the automatic transmission 40. Examples of signals input to the HVECU 70 include the voltage Vbh of the high-voltage battery 60 from a voltage sensor attached between the terminals of the high-voltage battery 60, the current Ibh of the high-voltage battery 60 from a current sensor attached to the output terminal of the high-voltage battery 60, and the voltage Vbl from a voltage sensor attached between the terminals of the low-voltage battery 62. Other examples of such signals include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87.

[0025] Various control signals are output from the HVECU 70 via an output port. Examples of signals output from the HVECU 70 include a control signal to the starter motor 25 and a control signal to the alternator 26. Examples of signals output from the HVECU 70 include a control signal to the clutch K0 and the automatic transmission 40 (hydraulic control device), and a control signal to the DC / DC converter 64. The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via a communication port. The HVECU 70 calculates a rotation speed ratio Gt of the automatic transmission 40 by dividing the rotation speed Nin of the input shaft 41 of the automatic transmission 40 from the rotation speed sensor 41a by the rotation speed Nout of the output shaft 42 of the automatic transmission 40 from the rotation speed sensor 42a.

[0026] In the hybrid vehicle 20 of the embodiment thus configured, the engine 22, the clutch K0, the motor 30, and the automatic transmission 40 are controlled by cooperative control between the HVECU 70, the engine ECU 24, and the motor ECU 34 so as to travel in a hybrid driving mode (HV driving mode) or an electric driving mode (EV driving mode). Here, the HV driving mode is a mode in which the clutch K0 is in an engaged state and the vehicle travels using the power of the engine 22, and the EV driving mode is a mode in which the clutch K0 is in a released state and the vehicle travels without using the power of the engine 22.

[0027] In controlling the automatic transmission 40 in the HV driving mode or the EV driving mode, the HVECU 70 first sets a target gear M* of the automatic transmission 45 based on the accelerator opening Acc and the vehicle speed V. Then, when the gear M of the automatic transmission 45 matches the target gear M*, the HVECU 70 controls the automatic transmission 45 so that the gear M is maintained. On the other hand, when the gear M and the target gear M* differ, the HVECU 70 controls the automatic transmission 45 so that the gear M matches the target gear M*.

[0028] In controlling the engine 22 and the motor 30 in the HV driving mode, the HVECU 70 first sets a required torque Tout* required for driving (required of the output shaft 42 of the automatic transmission 40) based on the accelerator opening Acc and the vehicle speed V. Next, the required torque Tout* of the output shaft 42 is divided by the rotation speed ratio Gt of the automatic transmission 40, and the value is set as the required torque Tin* of the input shaft 41. After setting the required torque Tin* of the input shaft 41 in this manner, the HVECU 70 sets a target torque Te* of the engine 22 and a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the target torque Te* of the engine 22 to the engine ECU 24 and transmits the torque command Tm* of the motor 30 to the motor ECU 34. Upon receiving the target torque Te*, the engine ECU 24 performs operation control of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) so that the engine 22 is operated at the target torque Te*. When the motor ECU 34 receives the torque command Tm*, it performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0029] In controlling the motor 30 in the EV driving mode, the HVECU 70 sets a required torque Tin* of the input shaft 41 in the same manner as in the HV driving mode, sets a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the torque command Tm* to the motor ECU 34. Upon receiving the torque command Tm*, the motor ECU 34 performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0030] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the start of the engine 22 when the engine 22 is intermittently operated, will be described. In the embodiment, the start of the engine 22 when the engine 22 is intermittently operated is performed by half-engaging (slipping) the clutch K0, outputting the sum of the torque for outputting the required torque Tin* (same as the required torque Tin* in the HV driving mode and the EV driving mode) from the input shaft 41 from the motor 30 and the target cranking torque Tcr* to crank the engine 22, and when the difference between the rotation speed Ne of the engine 22 and the rotation speed Nmg of the motor 30 falls within a predetermined range ΔNst (for example, 30 rpm, 50 rpm, 80 rpm, etc.), the clutch K0 is fully engaged and fuel is injected at a fuel injection amount based on the estimated in-cylinder air amount Qc and ignited at the ignition timing Ti to start the engine 22. The control of the motor 30 is performed by the motor ECU 34. The estimation of the in-cylinder air amount Qc and the setting of the ignition timing Ti are executed by the engine ECU 24. The estimation of the in-cylinder air amount Qc will be described later. As the ignition timing Ti, an ignition timing that is determined in advance by experiments, analysis, machine learning, etc., is used as the ignition timing that takes into consideration the combustibility at the first explosion of the engine 22 and the suppression of torque shock.

[0031] Here, the estimation of the in-cylinder air amount Qc will be described. FIG. 3 shows an example of the start-up air amount estimation process executed by the CPU of the engine ECU 24. In the start-up air amount setting process, the amount of air is estimated as the in-cylinder air amount Qc (step S100) by adding the intake air amount Qa (amount of air flowing into the cylinder via the throttle valve 124) detected by the air flow meter 123a to the gap volume Qcgap in the cylinder (in the combustion chamber 129), and the process ends. The gap volume Qcgap in the cylinder is the volume of the part above the head of the piston 132 when the piston 132 is located at the top dead center (TDC), and is a volume determined by the specifications of the engine 22. Immediately before starting fuel injection of the engine 22, the engine 22 is cranked without fuel injection, so that the residual gas in the gap in the cylinder is scavenged and fresh air (air) is retained. Therefore, by estimating the amount of air in the cylinder Qc by adding the intake air amount Qa to the gap volume Qcgap in the cylinder, that is, by estimating the amount of air in the cylinder Qc to be the amount of air including the air in the gaps in the cylinder of the engine 22, the amount of air in the cylinder can be estimated with high accuracy.

[0032] According to the hybrid vehicle 20 equipped with the hybrid vehicle control device of the embodiment described above, the in-cylinder air amount Qc can be estimated with high accuracy by estimating the in-cylinder air amount Qc to be the air amount including the air in the gaps within the cylinder of the engine 22.

[0033] In the hybrid vehicle 20 of the embodiment, the engine 22 has a port injection valve 126 and an in-cylinder injection valve 127. However, the engine 22 may have only the in-cylinder injection valve 127 without having the port injection valve 126.

[0034] The hybrid vehicle 20 of the embodiment is equipped with a six-speed automatic transmission 45. However, it may be equipped with a four-speed, five-speed, eight-speed, or other automatic transmission.

[0035] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, and the HVECU 70. However, at least two of these may be integrated into one unit.

[0036] In the hybrid vehicle 20 of the embodiment, the start-time air amount estimation process illustrated in Fig. 3 is executed by the engine ECU 24. However, it may be executed by another ECU such as the HVECU 70.

[0037] In the embodiment, the hybrid vehicle control device of the present invention is illustrated as being mounted on a hybrid vehicle 20. However, if the hybrid vehicle 20 is capable of communicating with a management server via a network, the management server may be the hybrid vehicle control device.

[0038] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on solving the problem will be described below. In the embodiment, the engine ECU 24, the motor ECU 34, and the HVEU 70 correspond to the "control device for a hybrid vehicle."

[0039] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0040] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0041] The present invention can be used in the manufacturing industry for manufacturing equipment for hybrid cars. [Explanation of symbols]

[0042] 20 hybrid vehicle, 22 engine, 23 crankshaft, 24 engine ECU, 25 starter motor, 26 alternator, 30 motor, 30a rotational position sensor, 31 rotating shaft, 32 inverter, 34 motor ECU, 40 automatic transmission, 41 input shaft, 41a rotational speed sensor, 42 output shaft, 42a rotational speed sensor, 43 torque converter, 44 transmission input shaft, 44a rotational speed sensor, 45 automatic transmission, 48 differential gear, 49 drive wheel, 60 high voltage battery, 61 high voltage side power line, 62 low voltage battery, 63 low voltage side power line, 64 DC / DC converter, 70 HVECU, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 port injection valve, 127 in-cylinder injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 136 PM filter, 136a differential pressure sensor, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor.

Claims

[Claim 1] A control device for a hybrid vehicle that controls an engine, a motor, and a clutch of a hybrid vehicle having an engine and a motor therebetween, a start-up control is executed to start the engine by half-engaging the clutch and cranking the engine with the motor, and when a difference between a rotation speed of the engine and a rotation speed of the motor falls within a predetermined range, the clutch is fully engaged and fuel is injected and ignited at a fuel injection amount based on an air amount in a cylinder; The start-up control estimates the amount of air in the cylinder as an amount of air obtained by adding the amount of intake air taken in through a throttle valve to the clearance volume in the cylinder. Hybrid vehicle control device.

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