Hybrid vehicle control device

Abstract

To provide a control device of a hybrid vehicle that secures convenience of creep travelling while suppressing a discomfort feeling in a state where the vehicle is stopped.SOLUTION: The control device, of a hybrid vehicle in which a clutch, a motor, a torque converter and an automatic transmission are arranged in this order on a power transmission path extending from an engine to a wheel, is provided with: a first control part that executes feedback control by which a rotation speed of the motor is kept at a target rotation speed in accordance with accelerator operation, and sets the target rotation speed of the engine to a first rotation speed to control the engine, in a state where a shift range is in a forward travelling range and the vehicle is stopped; and a second control part that sets the target rotation speed of the engine to a second rotation speed smaller than the first rotation speed to control the engine, in a case where the vehicle transfers from the stopped state to a creep travelling state in which accelerator operation is not performed so that the clutch is in an engaged state, and sets the target rotation speed of the motor to the second rotation speed to control the motor by open loop control.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] 2. Description of the Related Art Hybrid vehicles are known in which a clutch, a motor, a torque converter, and an automatic transmission are provided in this order on a power transmission path from an engine to wheels (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-084880 A Summary of the Invention [Problem to be solved by the invention]

[0004] If the engine speed is low when the vehicle is stopped, the vibration of the primary component of the engine explosion may cause discomfort to the passengers. For this reason, it is conceivable to set the target engine speed when the vehicle is stopped to a high value. However, if the engine speed is high when the vehicle transitions from a stopped state to a creeping state and the clutch is engaged, the vehicle speed during creeping may become too fast. This may reduce the convenience of creeping during traffic jams, parking, etc.

[0005] For example, in a creeping state of an engine vehicle, even if the target rotation speed of the engine is set to a desired rotation speed, as the vehicle speed during creeping increases, the load on the engine due to the rotation of the torque converter decreases. This may cause the engine rotation speed to exceed the target rotation speed. In a hybrid vehicle, it is conceivable to set the target rotation speeds of the engine and the motor to be the same when the clutch is engaged during creeping, and execute feedback control so that the rotation speed of the motor maintains the target rotation speed. In this case, the rotation speeds of the engine and the motor are maintained at the target rotation speeds by feedback control to the motor, and the vehicle speed during creeping may become too slow. This may actually reduce the convenience of creeping.

[0006] SUMMARY OF THE PRESENT DISCLOSURE An object of the present invention is to provide a control device for a hybrid vehicle that ensures the convenience of creep driving while suppressing discomfort felt by passengers when the vehicle is stopped. [Means for solving the problem]

[0007] The above object is to provide a control device for a hybrid vehicle which is applied to a hybrid vehicle in which a clutch, a motor, a torque converter, and an automatic transmission are provided in this order in a power transmission path from an engine to wheels, and which performs feedback control for maintaining the rotation speed of the motor at a target rotation speed of the motor in response to an accelerator operation, and which performs feedback control for maintaining the target rotation speed of the engine at a first rotation speed when the shift range of the automatic transmission is in a forward range and the hybrid vehicle is stopped. Set up a first control unit, a first control unit that controls the clutch when the vehicle transitions from the stopped state to a creep running state without an accelerator operation; release In the case of the above-mentioned state, the target rotation speed of the engine is set to a second rotation speed which is smaller than the first rotation speed. Set A target rotation speed of the motor is set to the second rotation speed, and the motor is controlled by open loop control. When the clutch is engaged in the creep driving state, the target rotation speed of the engine is set to the second rotation speed to control the engine, and the target rotation speed of the motor is set to the second rotation speed to control the motor by open loop control. A second control unit and the first rotation speed is set to a rotation speed that is higher than a minimum rotation speed at which stalling of the engine can be prevented and that is unlikely to cause discomfort to passengers due to vibrations of a primary explosion component of the engine when the engine is running in the stopped state, and the second rotation speed is set to the minimum rotation speed. This can be achieved by a control device for a hybrid vehicle. Effect of the Invention

[0008] According to the present invention, it is possible to provide a control device for a hybrid vehicle that ensures the convenience of creep driving while suppressing discomfort felt by passengers when the vehicle is stopped. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle. [Diagram 2] FIG. 2 is a timing chart showing an example of the control of the engine and the motor. [Diagram 3] FIG. 3 is a flowchart showing an example of the control of the engine and the motor executed by the ECU. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] [General configuration of hybrid vehicle] FIG. 1 is a schematic diagram of a hybrid vehicle 1. In the hybrid vehicle 1, a K0 clutch 14, a motor 15, a torque converter 18, and an automatic transmission 19 are provided in this order in a power transmission path from an engine 10 to wheels 13. The engine 10 and the motor 15 are mounted on the hybrid vehicle 1 as a power source for traveling. The engine 10 is, for example, a V6 gasoline engine, but the number of cylinders is not limited thereto, and may be an in-line engine or a diesel engine. The K0 clutch 14, the motor 15, the torque converter 18, and the automatic transmission 19 are provided in a transmission unit 11. The transmission unit 11 and the left and right wheels 13 are drivingly connected via a differential 12.

[0011] The K0 clutch 14 is provided between the engine 10 and the motor 15 on the power transmission path. The K0 clutch 14 is engaged when hydraulic pressure is applied, connecting the power transmission between the engine 10 and the motor 15. The K0 clutch 14 is released when the hydraulic pressure supply is stopped, disconnecting the power transmission between the engine 10 and the motor 15.

[0012] The motor 15 is connected to the battery 16 via an inverter 17. The motor 15 functions as a motor that generates driving force for the vehicle in response to power supplied from the battery 16, and also functions as a generator that generates electric power to charge the battery 16 in response to power transmission from the engine 10 and the wheels 13. The electric power exchanged between the motor 15 and the battery 16 is adjusted by the inverter 17.

[0013] The inverter 17 is controlled by an ECU 40, which will be described later, and converts the DC voltage from the battery 16 into an AC voltage, or converts the AC voltage from the motor 15 into a DC voltage. In the case of powering operation in which the motor 15 outputs torque, the inverter 17 converts the DC voltage of the battery 16 into an AC voltage and adjusts the power supplied to the motor 15. In the case of regenerative operation in which the motor 15 generates power, the inverter 17 converts the AC voltage from the motor 15 into a DC voltage and adjusts the power supplied to the battery 16.

[0014] The torque converter 18 is a fluid coupling having a torque amplifying function. The automatic transmission 19 is a stepped automatic transmission that switches the gear ratio in multiple stages by switching the gear stage. The automatic transmission 19 is provided between the motor 15 and the wheels 13 on the power transmission path. The motor 15 and the automatic transmission 19 are connected via the torque converter 18. The torque converter 18 is provided with a lock-up clutch 20 that is supplied with hydraulic pressure and enters an engaged state to directly connect the motor 15 and the automatic transmission 19.

[0015] The transmission unit 11 is further provided with an oil pump 21 and a hydraulic control mechanism 22. The hydraulic pressure generated by the oil pump 21 is supplied to the K0 clutch 14, the torque converter 18, the automatic transmission 19, and the lock-up clutch 20 via the hydraulic control mechanism 22. The hydraulic control mechanism 22 is provided with hydraulic circuits for each of the K0 clutch 14, the torque converter 18, the automatic transmission 19, and the lock-up clutch 20, and various hydraulic control valves for controlling the operating hydraulic pressures thereof.

[0016] The hybrid vehicle 1 is provided with an ECU (Electronic Control Unit) 40 as a control device for the vehicle. The ECU 40 is an electronic control unit including a calculation processing circuit that performs various calculation processes related to vehicle driving control, and a memory that stores control programs and data. The ECU 40 is an example of a control device for a hybrid vehicle, and functionally realizes a first control unit and a second control unit, which will be described in detail later.

[0017] The ECU 40 controls the operation of the engine 10 and the motor 15. For example, the ECU 40 controls the torque and rotation speed of the engine 10 by controlling the throttle opening, ignition timing, and fuel injection amount of the engine 10. The ECU 40 also controls the operation of the K0 clutch 14, the lock-up clutch 20, and the automatic transmission 19 through the control of the hydraulic control mechanism 22.

[0018] The ECU 40 controls the inverter 17 to adjust the amount of power exchanged between the motor 15 and the battery 16, thereby controlling the rotation speed and torque of the motor 15. For example, the ECU 40 feedback-controls the power supplied by the inverter 17 to the motor 15 so that the rotation speed of the motor 15 becomes a target rotation speed during power running. By adjusting the power supplied to the motor 15, the torque output by the motor 15 is also adjusted, and the rotation speed of the motor 15 during power running can be maintained at the target rotation speed. The ECU 40 also feedback-controls the power supplied by the inverter 17 from the motor 15 to the battery 16 so that the rotation speed of the motor 15 becomes the target rotation speed during regenerative operation. By adjusting the power supplied from the motor 15 to the battery 16, the negative torque required to rotate the motor 15 is also adjusted, and the rotation speed of the motor 15 during regenerative operation can be maintained at the target rotation speed. The above feedback control is executed during running according to the accelerator operation, but open-loop control is executed during creep running not depending on the accelerator operation, which will be described in detail later.

[0019] The ECU 40 receives signals from an ignition switch 31, a crank angle sensor 32, a motor revolution speed sensor 33, an accelerator opening sensor 34, a brake opening sensor 35, a shift position sensor 36, a vehicle speed sensor 37, an SOC sensor 38, and the like. The crank angle sensor 32 detects the rotation speed of the crankshaft of the engine 10. The motor revolution speed sensor 33 detects the rotation speed of the output shaft of the motor 15. The accelerator opening sensor 34 detects the accelerator pedal opening, which is the amount of depression of the accelerator pedal by the driver. The brake opening sensor 35 detects the brake pedal opening, which is the amount of depression of the brake pedal by the driver. The shift position sensor 36 detects the selected shift range by detecting the selected position of the shift lever, specifically, which of the parking range P, reverse range R, neutral range N, forward range D, and the like is selected. The vehicle speed sensor 37 detects the vehicle speed of the hybrid vehicle 1. The SOC sensor 38 detects the remaining charge of the battery 16.

[0020] The ECU 40 drives the hybrid vehicle in either an electric driving mode or a hybrid driving mode. In the electric driving mode, the ECU 40 releases the K0 clutch 14 and uses the motor 15 as a driving force source for driving. In the hybrid driving mode, the ECU 40 engages the K0 clutch 14 and uses at least the engine 10 as a driving force source for driving. In the hybrid driving mode, the motor 15 can be operated in a power running mode to drive the vehicle using both the engine 10 and the motor 15 as driving force sources for driving. In the hybrid driving mode, the engine 10 can be operated in a regenerative mode to generate electricity, thereby allowing the vehicle to drive using the engine 10 as a driving force source for driving.

[0021] The driving mode is switched based on the vehicle's required driving force calculated from the vehicle speed and accelerator opening, and the state of charge of the battery 16. For example, when the required driving force is relatively small and the remaining charge of the battery 16 is relatively large, an electric driving mode in which the engine 10 is stopped is selected to improve fuel efficiency. When the required driving force is relatively large or the remaining charge of the battery 16 is relatively low, a hybrid driving mode in which at least the engine 10 is driven is selected.

[0022] [Engine and motor control] Next, the control of the engine 10 and the motor 15 executed by the ECU 40 will be described. FIG. 2 is a timing chart showing an example of the control of the engine 10 and the motor 15. FIG. 2 shows the state of the accelerator pedal and the brake pedal, the rotation speed [rpm] of the engine 10, the rotation speed [rpm] of the motor 15, the torque [Nm] of the engine 10, the torque [Nm] of the motor 15, and the state of the K0 clutch 14. FIG. 2 shows a case where the forward range D is selected as the shift range, the engine 10 is started by the motor 15 during creep driving, and the mode is shifted to the electric driving mode or the hybrid driving mode. In addition, FIG. 2 shows the target rotation speed of the engine 10 with a dashed line, which will be described later in detail, and the rotation speed Cr and torque of the engine 10 when creep driving is started by the engine 10 from time t1, which will be described later, with a dotted line. In addition, FIG. 2 shows the torque Cte ​​that can realize creep driving only by the engine 10, and the torque Ctm that can realize creep driving only by the motor 15.

[0023] At time t0, the accelerator is OFF and the brake is ON, i.e., the vehicle is stopped and the K0 clutch 14 is released, so that the rotation speed and torque of the engine 10 and the motor 15 are zero. The target rotation speed of the engine 10 at this time is set to rotation speed α, which will be described in detail later.

[0024] When the brake is switched from ON to OFF at time t1, the motor 15 starts to drive. At this time, the engine 10 is stopped, but the target rotation speed of the engine 10 is set to the rotation speed β, which is smaller than the rotation speed α, and the target rotation speed of the motor 15 is also set to the rotation speed β. Also, since the accelerator and the brake are both OFF at this time, the torque of the motor 15 becomes the torque Ctm, and the motor 15 starts to rotate, thereby starting creep running. Therefore, like the rotation speed Cr of the engine 10 during creep running by the engine 10 alone, the rotation speed of the motor 15 gradually increases from the rotation speed β and becomes constant at time t2. The reason why the rotation speed of the motor 15 increases during creep running is because the torque converter 18 rotates when creep running starts, and the rotation resistance of the motor 15 to the torque converter 18 decreases.

[0025] Here, feedback control for maintaining the rotation speed of motor 15 at rotation speed β with respect to the torque of motor 15 is not performed, and open loop control is performed. For example, if the above feedback control is performed, the rotation speed of motor 15 is maintained at rotation speed β. As a result, the vehicle speed during creeping may become too slow, which may reduce the convenience of creeping. Therefore, by not performing the above feedback control, it is possible to prevent the vehicle speed during creeping from becoming too slow, and ensure the convenience of creeping.

[0026] When the open loop control is executed as described above during powering operation of the motor 15, such as at time t1 or time t2, the power received by the motor 15 from the inverter 17 is controlled to a predetermined fixed value. Here, the predetermined fixed value is a power value calculated in advance by experiments or the like, and is assumed to cause the rotation speed of the motor 15 to become rotation speed β when the shift range is the forward range D, the K0 clutch 14 is in the open state, the accelerator and the brake are both OFF, and the vehicle speed is 0.

[0027] When the K0 clutch 14 goes into a slip state at time t3, the torque of the motor 15 is increased by a predetermined amount required for cranking the engine 10, and cranking of the engine 10 is started. Here, the rotation speed of the motor 15 is temporarily reduced by the reaction force from the engine 10. After that, when the K0 clutch 14 is engaged at time t4, the rotation speed of the engine 10 increases to a rotation speed at which the engine 10 can be operated independently, combustion starts, and the engine 10 starts to start, and at time t5, the power supply to the motor 15 is stopped and the torque starts to decrease. Here, the target rotation speed of the engine 10 is set to the rotation speed β as described above, and the torque of the engine 10 is controlled to the torque Cte ​​at which creep running is possible only by the engine 10. As a result, the actual rotation speed of the engine 10 is also maintained at a value higher than the rotation speed β, and creep running continues.

[0028] The torque of the motor 15 drops to zero, and at time t6, the motor 15 starts regenerative operation due to a request for power generation from the motor 15. As a result, the torque of the motor 15 becomes negative, and the torque of the engine 10 increases above the torque Cte ​​to correspond to this negative torque. When the request for power generation from the motor 15 is eliminated at time t7, the torque of the engine 10 returns to the torque Cte, and the torque of the motor 15 also returns to zero, and creep running continues. Here, even when the motor 15 performs regenerative operation by the engine 10, feedback control for maintaining the rotation speed of the motor 15 at the rotation speed β in response to the negative torque of the motor 15 is not performed, and open loop control is performed. As a result, even during regenerative operation of the motor 15, the actual rotation speeds of the engine 10 and the motor 15 are maintained at a value higher than the rotation speed β, and creep running continues.

[0029] When the open loop control is executed as described above during the regenerative operation of the motor 15 at the above time t6 or t7, the generated power received by the inverter 17 from the motor 15 is controlled to a predetermined fixed value. Here, the predetermined fixed value is a generated power value that is calculated in advance by experiments or the like, and is assumed to cause the rotation speed of the motor 15 to be the rotation speed β when the shift range is the forward range D, the K0 clutch 14 is engaged, the accelerator and the brake are both OFF, the vehicle speed is 0, and the target rotation speed of the engine 10 is set to the rotation speed β. In this way, even when the engine 10 is started by the motor 15, creep running can be realized as in a typical engine vehicle.

[0030] Also, as described above, when the vehicle is stopped at time t0 and the shift range is forward range D, the target rotation speed of the engine 10 is set to the rotation speed α. In the example of FIG. 2, the engine 10 is stopped at time t0, but even when the engine 10 is running in an idling state, the target rotation speed of the engine 10 is set to the rotation speed α. Here, the rotation speed α is set to a rotation speed that is higher than the minimum rotation speed at the limit at which engine stall can be prevented and is unlikely to cause discomfort to the passengers due to vibrations of the primary explosion component of the engine 10 in the stopped state. Therefore, when the engine 10 is running in the stopped state and the shift range is forward range D, it is possible to avoid causing discomfort to the passengers.

[0031] In addition, as described above, when the vehicle shifts to creep running after time t1, the target rotation speeds of the engine 10 and the motor 15 are set to the rotation speed β, which is smaller than the rotation speed α. This prevents the vehicle speed from becoming too fast during creep running, ensuring the convenience of creep running. For example, the rotation speed β may be set to the minimum rotation speed that can prevent engine stall. In the example of FIG. 2, the engine 10 is started and the motor 15 performs regenerative operation, but this is not limited to this. For example, even when the engine 10 and the motor 15 are powered, the target rotation speeds of the engine 10 and the motor 15 are set to the rotation speed β during creep running, and the above-mentioned open loop control is performed for the motor 15.

[0032] [Engine and motor control performed by ECU] 3 is a flowchart showing an example of the control of the engine 10 and the motor 15 executed by the ECU 40. This control is repeatedly executed at predetermined intervals while the ignition is on.

[0033] The ECU 40 determines whether the shift range is in forward range D and the hybrid vehicle 1 is in a stopped state (step S1). For example, if the above-mentioned various sensors detect that the brake pedal opening is greater than 0, the shift range is in forward range D, and the vehicle speed is 0, the result of the determination in step S1 is Yes. If the result of the determination in step S1 is No, the control ends.

[0034] If the answer is Yes in step S1, the ECU 40 sets the target rotation speed of the engine 10 to the rotation speed α (step S2). For example, in the example of Fig. 2, the process of step S2 is executed when the engine 10 is in a stopped state at time t0. When the engine 10 is in a driving state, the rotation speed of the engine 10 is maintained at the rotation speed α as described above, thereby preventing the passenger from feeling uncomfortable due to the vibration of the primary explosion component of the engine 10.

[0035] Next, the ECU 40 determines whether the K0 clutch 14 is engaged (step S3). For example, when the rotation speeds of the engine 10 and the motor 15 detected by the crank angle sensor 32 and the motor rotation speed sensor 33 are the same value other than 0, it is determined that the K0 clutch 14 is engaged.

[0036] If the result of step S3 is Yes, the ECU 40 determines whether or not there is a request for the motor 15 to generate electricity (step S4). For example, if the remaining charge of the battery 16 detected by the SOC sensor 38 is equal to or less than a predetermined value, it is determined that there is a request for generating electricity. If the result of step S4 is Yes, the ECU 40 sets the target rotation speed of the motor 15 to rotation speed α, and executes feedback control so that the rotation speed of the motor 15 is maintained at the rotation speed α (step S5). As a result, regenerative operation of the motor 15 is executed while the rotation speeds of the engine 10 and motor 15 are maintained at the rotation speed α in a stopped state.

[0037] If the answer is No in either step S3 or S4, the ECU 40 stops the control of the motor 15 (step S6). As a result, if the answer is No in step S3, the rotation of the motor 15 is stopped, and if the answer is Yes in step S3 and No in step S4, the motor 15 is being rotated by the engine 10. In the example of FIG. 2, the answer is No in step S3 at time t0, and the process of step S6 is executed.

[0038] If the answer is No in step S3 or S4, or after step S5 is executed, the ECU 40 determines whether creeping has started (step S7). If the shift range remains in forward range D, and various sensors detect that the accelerator pedal opening degree and brake pedal opening degree are 0, and the vehicle speed is greater than 0, it is determined that creeping has started. If the answer is No in step S7, this control ends.

[0039] If the result of step S7 is Yes, the ECU 40 sets the target rotation speed of the engine 10 to a rotation speed β that is smaller than the rotation speed α (step S8). Next, the ECU 40 determines whether the K0 clutch 14 is engaged (step S9). If the result of step S9 is Yes, the ECU 40 determines whether there is a request for the motor 15 to generate electricity (step S10).

[0040] If the answer is No in step S9 and if the answer is Yes in step S10, the ECU 40 sets the target rotation speed of the motor 15 to rotation speed β, and executes the open loop control as described above (step S11). That is, the ECU 40 controls the inverter 17 to control the power supplied to the motor 15 or the power generated by the motor 15 to a fixed value that is assumed to cause the rotation speed of the motor 15 to become rotation speed β. By stopping the feedback control of the motor 15, the rotation speed of the motor 15 during creeping is allowed to be increased beyond the rotation speed β. This makes it possible to prevent the vehicle speed from becoming too slow during creeping.

[0041] If the answer is No in step S9, creep running is realized by controlling the motor 15. For example, in the example of FIG. 2, at time t1, step S7 is judged as Yes, the process of step S8 is executed, step S9 is judged as No, and the process of step S11 is executed. If the answers are Yes in both steps S9 and S10, creep running is realized by the engine 10 while regenerative operation of the motor 15 is also executed. For example, in the example of FIG. 2, the process of step S8 is executed from time t4 to time t7, steps S9 and S10 are judged as Yes, and the process of step S11 is executed.

[0042] If the answer is No in step S10, control of the motor 15 is stopped (step S12). In this case, creep running is realized by the engine 10. For example, in the example of FIG. 2, step S8 is executed after time t7, the answer is Yes in step 9, the answer is No in step S10, and the process of step S12 is executed.

[0043] As explained in step S10, the vehicle speed during creeping can be prevented from becoming too slow by the simple method of stopping the feedback control for maintaining the rotational speed of the motor 15 at the rotational speed β and executing open loop control.

[0044] In addition, in order to ensure the vehicle speed during creeping, the following method can be considered in addition to the above-mentioned method of "executing open loop control." It is possible to calculate the engine speed during creeping in an engine vehicle by experiment in advance, and feedback control the torque of the motor 15 so as to maintain the target rotation speed of the motor 15 at this rotation speed when creeping is started. However, the engine speed during creeping is determined by the target rotation speed of the engine and the rotation resistance of the torque converter, etc., and the rotation resistance of the torque converter varies depending on the type and temperature of the hydraulic oil supplied to the torque converter. That is, the engine speed during creeping varies. For this reason, it is difficult to uniquely determine the engine speed during creeping in an engine vehicle. Therefore, by "executing open loop control" as described above, the vehicle speed during creeping can be ensured in the same way as in an engine vehicle.

[0045] In the above embodiment, the rotation speed α is set to a constant value, but the rotation speed α may be set to a larger value as the power generation request to the motor 15 increases.

[0046] In the above embodiment, a hybrid vehicle is controlled by a single ECU 40, but this is not limited to the above. The above-mentioned control may be performed by multiple ECUs, such as an engine ECU that controls the engine 10, a motor ECU that controls the motor 15, and a clutch ECU that controls the K0 clutch 14.

[0047] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and variations are possible within the scope of the gist of the present invention described in the claims. [Explanation of symbols]

[0048] 10 Engine 13 wheels 14 K0 clutch 15 Motor 18 Torque converter 19 Automatic transmission 40 ECU (control device for hybrid vehicle, first control unit, second control unit)

Claims

[Claim 1] A control device for a hybrid vehicle that is applied to a hybrid vehicle in which a clutch, a motor, a torque converter, and an automatic transmission are provided in this order in a power transmission path from an engine to wheels, and that performs feedback control to maintain a rotation speed of the motor at a target rotation speed of the motor in response to an accelerator operation, a first control unit that sets a target rotation speed of the engine to a first rotation speed in a stationary state in which the automatic transmission is in a forward range and the hybrid vehicle is stationary; a second control unit that, when the vehicle transitions from the stopped state to a creep driving state not dependent on an accelerator operation and the clutch is in a released state, sets a target rotation speed of the engine to a second rotation speed which is smaller than the first rotation speed, sets a target rotation speed of the motor to the second rotation speed, and controls the motor by open loop control, and, when the clutch is in an engaged state in the creep driving state, sets the target rotation speed of the engine to the second rotation speed and controls the engine, and sets the target rotation speed of the motor to the second rotation speed and controls the motor by open loop control; Equipped with the first rotation speed is set to a rotation speed that is higher than a minimum rotation speed at which stall of the engine can be prevented and is unlikely to cause discomfort to a passenger due to vibrations of a primary explosion component of the engine when the engine is running in the stopped state, The second rotation speed is set to the minimum rotation speed. A control device for a hybrid vehicle.

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