Control device for a hybrid vehicle

Abstract

To provide a control device of a hybrid vehicle that can determine whether starting of an internal combustion engine has failed or not.SOLUTION: A control device of a hybrid vehicle, which has an internal combustion engine, a motor and a clutch provided between the internal combustion engine and the motor, is provided with a cranking control part that controls cranking of the internal combustion engine by the motor, and a starting determining part that determines that starting of the internal combustion engine has failed, when a crank shaft of the internal combustion engine is stopped for a predetermined time or longer or when the crank shaft rotates backward with respect to a direction of the cranking, after the cranking.SELECTED DRAWING: Figure 3

Description

Technical Field

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

Background Art

[0002] Some hybrid vehicles include an internal combustion engine (engine), a motor provided in a power transmission path between the engine and the wheels, and a clutch provided in the power transmission path between the engine and the motor. When a start request for the engine is issued, the clutch is slipped and the motor is used to crank the engine, and then the clutch is engaged to start the engine (for example, see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, there may be a situation where the cranking torque is insufficient and the engine cannot be started. Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can determine whether or not the start of the internal combustion engine has failed.

Means for Solving the Problems

[0005] The above object is achieved by a control device for a hybrid vehicle having an internal combustion engine, a motor, and a clutch provided between the internal combustion engine and the motor, the control device including a cranking control unit that controls cranking of the internal combustion engine by the motor, and after the cranking, when the stop time of the crankshaft of the internal combustion engine is equal to or longer than a predetermined time Subsequent or the crankshaft rotates in the reverse direction with respect to the direction of the cranking, a start determination unit that determines that the start of the internal combustion engine has failed. And when the movement amount of the crankshaft due to the cranking is equal to or greater than a predetermined amount, the start determination unit determines whether or not the start of the internal combustion engine has failed, and the start determination unit changes the predetermined amount according to the position of the piston of the internal combustion engine at the time of stopping of the internal combustion engineIt can be achieved by a control device for a hybrid vehicle.

[0008] It includes a stall determination unit that determines whether or not the internal combustion engine has stalled. When the stall determination unit determines that the internal combustion engine has stalled, the start determination unit may set the predetermined amount as a first amount. When the stall determination unit determines that the internal combustion engine has not stalled, the start determination unit may set the predetermined amount as a second amount smaller than the first amount.

[0009] The cranking control unit may change the torque of the cranking according to the number of times the start determination unit determines that the start of the internal combustion engine has failed.

Advantages of the Invention

[0010] A control device for a hybrid vehicle capable of determining whether or not the start of an internal combustion engine has failed can be provided.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0012] (Hybrid Vehicle) FIG. 1 is a schematic diagram illustrating a hybrid vehicle 1. The hybrid vehicle 1 is equipped with an engine 10 (internal combustion engine) and a motor 15 as drive sources. In the hybrid vehicle 1, a K0 clutch 14, a motor 15, a torque converter 18, and an automatic transmission 19 are sequentially provided in the power transmission path from the engine 10 to the wheels 13. The engine 10 is, for example, a V-type 6-cylinder engine and has six cylinders #1 to #6. The engine 10 may be, for example, a V-type engine or an in-line engine. The engine 10 may be a gasoline engine or a diesel engine. The number of cylinders of the engine 10 may be a plurality such as 4 or 6, or may be 1. 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 gear 12.

[0013] The K0 clutch 14 is provided between the engine 10 and the motor 15 on the same power transmission path. The K0 clutch 14 can be switched to any of an open state, a slip state, and an engaged state according to the supply of hydraulic pressure. Specifically, when the K0 clutch 14 is in the open state, it becomes the slip state or the engaged state by hydraulic pressure supply, and the power transmission between the engine 10 and the motor 15 is connected. Also, the K0 clutch 14 becomes the open state in response to the stop of hydraulic pressure supply, and cuts off the power transmission between the engine 10 and the motor 15. Incidentally, the slip state is a state in which the engaging element on the engine 10 side and the engaging element on the motor 15 side of the K0 clutch 14 are in sliding contact with a predetermined rotational speed difference. The engaged state is a state in which both engaging elements of the K0 clutch 14 are connected and the engine 10 and the motor 15 have the same rotational speed. The open state is a state in which both engaging elements of the K0 clutch 14 are separated.

[0014] The motor 15 is connected to the battery 16 via the inverter 17. While the motor 15 functions as a motor that generates the driving force of the vehicle in response to power supply from the battery 16, it also functions as a generator that generates electric power for charging the battery 16 in response to power transmission from the engine 10 or the wheels 13. The electric power exchanged between the motor 15 and the battery 16 is adjusted by the inverter 17.

[0015] The inverter 17 is controlled by an ECU 50, 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 power running operation where 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 where 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.

[0016] The torque converter 18 is a fluid coupling having a torque amplification function. The automatic transmission 19 is a stepped automatic transmission that switches the gear ratio in multiple steps 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 receives the supply of hydraulic pressure and engages to directly connect the motor 15 and the automatic transmission 19.

[0017] The shift 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 respective hydraulic circuits for 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 their operating hydraulic pressures.

[0018] The hybrid vehicle 1 is provided with an ECU (Electronic Control Unit) 50 as a control device. The ECU 50 is an electronic control unit including an arithmetic processing circuit that performs various arithmetic processes related to the running control of the vehicle, and a memory that stores control programs and data. The ECU 50 is an example of a control device for a hybrid vehicle, and functions as a cranking control unit, a start determination unit, and a stall determination unit.

[0019] The ECU 50 controls the driving of the engine 10 and the motor 15. For example, the ECU 50 controls the torque and rotational speed of the engine 10 by controlling the throttle opening, ignition timing, and fuel injection amount of the engine 10. Also, the ECU 50 performs drive control of the K0 clutch 14, the lock-up clutch 20, and the automatic transmission 19 through the control of the hydraulic control mechanism 22. The ECU 50 controls the hydraulic pressure applied to the K0 clutch 14 using the hydraulic control mechanism 22, and changes the state of the K0 clutch 14 to control the cranking torque transmitted from the motor 15 to the engine 10.

[0020] The ECU 50 controls the inverter 17 to adjust the amount of power transfer between the motor 15 and the battery 16, thereby controlling the rotational speed and torque of the motor 15. Although it will be described in detail later, the ECU 50 controls the power supplied from the motor 15 to the battery 16 by the inverter 17 so that the motor braking torque in the regenerative operation becomes the target value.

[0021] Signals from the ignition switch 71, the crank angle sensor 72, the motor rotational speed sensor 73, the air flow meter 74, and the accelerator opening sensor 75 are input to the ECU 50. The crank angle sensor 72 detects the rotational speed of the crankshaft 33 of the engine 10. The motor rotational speed sensor 73 detects the rotational speed of the output shaft of the motor 15. The air flow meter 74 detects the intake air amount of the engine 10. The accelerator opening sensor 75 detects the accelerator pedal opening, which is the amount of depression of the driver's accelerator pedal.

[0022] The ECU 50 drives the hybrid vehicle in either a motor mode or a hybrid mode. In the motor mode, the ECU 50 disengages the K0 clutch 14 and drives using the power of the motor 15. In the hybrid mode, the ECU 50 engages the K0 clutch 14 and drives using at least the power of the engine 10. Note that in the hybrid mode, it includes a mode of driving with only the power of the engine 10 and a mode of driving with both the engine 10 and the motor 15 as power sources by powering the motor 15.

[0023] The switching of the driving mode is performed based on the required driving force of the vehicle obtained from the vehicle speed and the accelerator opening, and the state of charge of the battery 16, etc. For example, when the required driving force is relatively small and the SOC (State Of Charge) indicating the remaining charge of the battery 16 is relatively high, the motor mode with the engine 10 stopped is selected to improve fuel efficiency. When the required driving force is relatively large or the SOC of the battery 16 is relatively low, the hybrid mode with at least the engine 10 driving is selected.

[0024] In the hybrid mode, when a predetermined stop condition is satisfied, the ECU 50 automatically stops the engine 10, and when a predetermined restart condition is satisfied, the ECU 50 executes intermittent operation control to restart the automatically stopped engine 10. For example, when the accelerator opening becomes zero in the hybrid mode, the ECU 50 automatically stops the engine 10 as if the automatic stop condition is satisfied. Also, when the accelerator opening becomes larger than zero, the ECU 50 automatically restarts the engine 10 as if the restart condition is satisfied. When automatically stopping the engine 10, the ECU 50 disengages the K0 clutch 14 and stops fuel injection. When automatically restarting the engine 10, the ECU 50 cranks the engine 10 with the motor 15 via the K0 clutch 14, starts fuel injection and ignition, and then engages the K0 clutch 14.

[0025] (Engine) FIG. 2 is a schematic configuration diagram of the engine 10, and shows one cylinder #1 among a plurality of cylinders of the engine 10. The engine 10 has a piston 31, a connecting rod 32, a crankshaft 33, an intake passage 35, an intake valve 36, an exhaust passage 37, and an exhaust valve 38. Inside the cylinder, combustion of the air-fuel mixture takes place. The piston 31 is reciprocally accommodated in the cylinder #1 and is connected to the crankshaft 33, which is the output shaft of the engine 10, via the connecting rod 32. The connecting rod 32 and the crankshaft 33 convert the reciprocating motion of the piston 31 into the rotational motion of the crankshaft 33.

[0026] The intake passage 35 is connected to the intake port 35p of the cylinder #1 via the intake valve 36. The exhaust passage 37 is connected to the exhaust port 37p of the cylinder #1 via the exhaust valve 38. The intake passage 35 is provided with the above-described air flow meter 74 and a throttle valve 40 for adjusting the intake air amount. The exhaust passage 37 is provided with a catalyst 43 for exhaust purification.

[0027] The cylinder #1 is provided with an in-cylinder injection valve 41. The in-cylinder injection valve 41 injects fuel directly into the cylinder #1. In addition to or instead of the in-cylinder injection valve 41, a port injection valve that injects fuel toward the intake port may be provided. The cylinder #1 is provided with an ignition device 42 that ignites the air-fuel mixture of the intake air introduced through the intake passage 35 and the fuel injected by the in-cylinder injection valve 41 by means of spark discharge. The other cylinders of the engine 10 have the same configuration.

[0028] As described above, the torque of the motor 15 is transmitted to the crankshaft 33 of the engine 10 and cranking is performed to start the engine 10. However, due to insufficient cranking torque, the engine 10 may fail to start.

[0029] When cranking is performed, the crankshaft 33 rotates, and the piston 31 connected to the crankshaft 33 moves within the cylinder. As the piston 31 moves upward within the cylinder, the air within the cylinder is compressed. That is, the piston 31 receives a higher pressure at a position closer to the top dead center (TDC) compared to a position farther from the TDC. Due to the piston 31 receiving a high pressure, there may be a situation where the piston 31 cannot overcome the TDC. In this case, the start of the engine 10 fails. In the present embodiment, it is determined whether or not the start of the engine 10 has failed.

[0030] FIG. 3 is a flowchart exemplifying the processing executed by the ECU 50 and illustrates the start determination processing. The processing of FIG. 3 is performed, for example, during the intermittent start of the engine 10.

[0031] The ECU 50 determines whether or not the engine 10 has stalled (step S10). The ECU 50 acquires the rotational speed of the crankshaft 33 from the crank angle sensor 72. If the crankshaft 33 has stopped, the ECU 50 determines that the engine 10 has stalled (positive determination, Yes). If the crankshaft 33 is rotating, the ECU 50 determines that the engine 10 has not stalled (negative determination, No).

[0032] In the case of a positive determination in step S10, the ECU 50 sets the threshold value C2 for the movement amount of the crankshaft 33 to C2A (the first value) (step S12). In the case of a negative determination in step S10, the ECU 50 sets the threshold value C2 for the movement amount of the crankshaft 33 to C2B (the second value) (step S14).

[0033] The ECU 50 determines whether or not the movement amount C1 of the crankshaft 33 due to cranking is equal to or greater than C2 (step S16). If the determination is negative, the process in FIG. 3 ends. If the determination is affirmative, the piston 31 has moved to near the top dead center (crank angle C3 described later). At this time, the ECU 50 determines whether or not the stop time of the crankshaft 33 (crank stop time) is equal to or greater than a predetermined time (step S18). If the determination is negative, the ECU 50 determines whether or not the crankshaft 33 has rotated reversely (step S20).

[0034] If the determination in step S20 is negative, the ECU 50 determines that the start of the engine 10 has been successful (step S22). If the determination is affirmative in at least one of steps S18 and S20, the ECU 50 determines that the start of the engine 10 has failed (step S24). After steps S22 and S24, the process ends.

[0035] FIG. 4(a) is a diagram illustrating the crank angle. The horizontal axis represents time. The vertical axis represents the crank angle. By performing cranking, the crankshaft 33 rotates, and the crank angle changes toward the top dead center (TDC). When the movement amount C1 of the crankshaft 33 becomes equal to or greater than C2 (step S16 in FIG. 3), the crank angle becomes C3 in FIG. 4(a). When the crank angle becomes C3, the piston 31 approaches the TDC. As the air in the cylinder is compressed by the piston 31, the piston 31 receives a higher pressure at a position near the top dead center than at a farther position.

[0036] If the cranking torque is insufficient, the piston 31 cannot overcome the TDC. The crankshaft 33 may stop as shown by the broken line in FIG. 4(a) (affirmative determination in step S18). As shown by the dashed-dotted line, the crankshaft 33 may rotate reversely with respect to the direction of cranking (affirmative determination in step S20). In these cases, the ECU 50 determines that the start of the engine 10 has failed (step S24).

[0037] When the cranking torque is high enough for starting the engine 10, the piston 31 can overcome the pressure and cross the TDC. As shown by the solid line in Fig. 4(a), the crankshaft 33 further rises from C3 and changes periodically between 0° and 720°. The ECU 50 determines that the engine 10 has started successfully (step S22).

[0038] Incidentally, the amount of air in the cylinder when not in a stall (non-stall) is more than the amount of air in the cylinder during a stall. Therefore, if the position (crank angle) of the piston 31 is the same, the pressure received by the piston 31 during non-stall is higher than the pressure received by the piston 31 during a stall. For this reason, when the crankshaft 33 is cranked, the position (C3 in Fig. 4(a)) where the piston 31 cannot cross the TDC and stops or starts rotating in reverse changes between during a stall and non-stall. During non-stall, since the amount of air is large and the pressure is high, the piston 31 is more likely to stop or rotate in reverse at a position farther from the TDC compared to during a stall. During a stall, compared to non-stall, the piston 31 stops or starts rotating in reverse at a position closer to the TDC.

[0039] Therefore, the threshold value C2 for the movement amount of the crank angle during a stall is set to a different magnitude from the threshold value during non-stall. The threshold value C2 during a stall is C2A (step S12 in Fig. 3). The threshold value C2 during non-stall is C2B (step S14).

[0040] Fig. 4(b) is a diagram illustrating the threshold value C2 for the movement amount of the crank angle. The horizontal axis represents the position of the piston 31 (piston position) of one cylinder at the start of cranking. The left side on the horizontal axis is a position close to the TDC (top dead center), and the right side is a position far from the TDC. The vertical axis represents the threshold value C2. The solid line represents the threshold value C2 (C2A) during a stall. The dashed line represents the threshold value C2 (C2B) during non-stall. At the same piston position, the threshold value C2A during a stall is larger than the threshold value C2B during non-stall. For this reason, during a stall, the crank angle C3 in Fig. 4(a) is closer to the TDC compared to non-stall.

[0041] As shown in FIG. 4(b), the threshold values C2 (C2A and C2B) change according to the piston position. The closer the position of the piston 31 is to the TDC at the start of cranking, the closer the crank angle is to the crank angle C3 in FIG. 4(a). The farther the position of the piston 31 is from the TDC, the farther the crank angle is from the crank angle C3. The threshold value C2 is made smaller as the piston position is closer to the TDC, and larger as the piston position is farther from the TDC. Thereby, the crank angle becomes C3 and the piston 31 approaches the TDC. The start determination of the engine 10 can be performed with the piston 31 under pressure.

[0042] When the piston 31 is closer to the TDC than P1 in FIG. 4(b), the piston 31 is likely to cross the TDC. Therefore, there is a risk that the start determination of the engine 10 may not be appropriately performed. When the piston position in one cylinder is closer to the TDC than P1, the piston position in another cylinder is far from the TDC. Therefore, it is preferable to perform the start determination of the engine 10 based on whether the piston 31 has crossed the TDC in the other cylinder.

[0043] FIG. 5 is a flowchart exemplifying the process executed by the ECU, and exemplifies the learning process of the cranking torque.

[0044] The ECU 50 determines whether the determination of the start failure of the engine 10 was on (step S30). If it was the result of a start failure (step S24) in the process of FIG. 3, the determination in step S30 is affirmative. In the case of an affirmative determination, the ECU 50 adds 1 to the number of failures and subtracts 1 from the number of successes (step S32).

[0045] In the case of a negative determination in step S30, it is determined whether the determination of the start failure of the engine 10 was off (step S34). If it was the result of a successful start (step S22) in the process of FIG. 3, the determination in step S34 is affirmative. In the case of an affirmative determination, the ECU 50 adds 1 to the number of successes and subtracts 1 from the number of failures (step S36).

[0046] The ECU 50 determines whether or not the number of starting failures is equal to or greater than a threshold value Fth (step S38). In the case of an affirmative determination, the ECU 50 increases the learned value of the cranking torque (step S40).

[0047] In the case of a negative determination in step S38, the ECU 50 determines whether or not the number of starting successes is equal to or greater than a threshold value Sth (step S42). In the case of an affirmative determination, the ECU 50 decreases the learned value of the cranking torque (step S44).

[0048] In the case of negative determinations in both steps S30 and S34, and after steps S40 and S44, the process ends.

[0049] In accordance with the change in the learned value of the cranking torque, the ECU 50 adjusts the hydraulic pressure of the K0 clutch 14 and changes the cranking torque transmitted to the engine 10. In accordance with the increase in the learned value, the hydraulic pressure is also increased to increase the cranking torque. In accordance with the decrease in the learned value, the hydraulic pressure is also decreased to decrease the cranking torque.

[0050] According to the present embodiment, the ECU 50 cranks the engine 10 by the motor 15 to start the engine 10. When the stop time of the crankshaft 33 after cranking is equal to or longer than a predetermined time, or when the crankshaft 33 rotates reversely, the ECU 50 determines that the start of the engine 10 has failed (step S24 in FIG. 3). When the stop time is less than the predetermined time and the crankshaft 33 is not rotating reversely, the ECU 50 determines that the start of the engine has been successful (step S22). According to the embodiment, it is possible to determine whether or not the start of the engine 10 by cranking has failed.

[0051] The engine 10 is cranked, and when the moving amount C1 of the crankshaft 33 is equal to or greater than a predetermined amount C2 (positive determination in step S16 of FIG. 3), it is determined whether or not the start has failed (steps S18 and S20). Due to an abnormality in the K0 clutch 14 or the like, the cranking torque may not be transmitted to the crankshaft 33. In this case, it is difficult to determine whether the cranking torque is large enough for starting. According to the embodiment, since the moving amount C1 is equal to or greater than C2, it can be seen that the cranking torque is transmitted to the crankshaft 33 and cranking has been performed. By determining whether the engine 10 has started after the cranking is performed, it is possible to determine whether the cranking torque is large enough for starting.

[0052] As shown in FIG. 4(b), the ECU 50 changes the threshold value C2 according to the position of the piston 31 at the start of cranking. The farther the position of the piston 31 is from the TDC, the larger the threshold value C2. The closer the position of the piston 31 is to the TDC, the smaller the threshold value C2. The crankshaft 33 is rotated by cranking to move the piston 31 close to the TDC. When the piston 31 moves to a position close to the TDC, the ECU 50 determines whether to start the engine 10. As the piston 31 moves close to the TDC, the pressure applied to the piston 31 increases. When the cranking torque is insufficient, the piston 31 cannot overcome the pressure, cannot cross the TDC, and stops or rotates reversely. When the cranking torque is sufficient, the piston 31 can overcome the pressure and cross the TDC. Whether the engine 10 starts successfully can be determined according to whether the piston 31 crosses the TDC.

[0053] The ECU 50 determines whether or not the engine 10 has stalled (step S10 in FIG. 3). The ECU 50 sets the threshold value for the amount of movement of the crank angle at the time of stalling as C2A, and sets the threshold value when not stalling as C2B (steps S12 and S14). C2B is smaller than C2A. The amount of air in the cylinder when not stalling is more than the amount of air at the time of stalling. Therefore, the pressure applied to the piston 31 when not stalling is higher than the pressure at the time of stalling. By setting the threshold value C2 to C2A at the time of stalling, the piston 31 moves to a position close to the TDC, and a high pressure is applied. The accuracy of the starting determination is improved.

[0054] As shown in FIG. 5, the ECU 50 changes the cranking torque according to the number of starting failure determinations. When the number of failure determinations is equal to or greater than the threshold value Fth, the ECU 50 increases the learned value of the cranking torque and raises the cranking torque. When the number of success determinations is equal to or greater than the threshold value Sth, the ECU 50 decreases the learned value of the cranking torque and lowers the cranking torque. The cranking torque can be set to an appropriate magnitude.

[0055] In the above example, the hybrid vehicle 1 is controlled by a single ECU 50. The embodiment is not limited to this. For example, the above control may be executed by a plurality of 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.

[0056] Although the preferred 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 changes are possible within the scope of the gist of the present invention described in the claims.

Explanation of Reference Numerals

[0057] 1 Hybrid vehicle 10 Engine 11 Transmission unit 12 Differential gear 13 Wheel 14 K0 clutch 15 Motor 16 Battery 17 Inverter 18 Torque Converter 19 Automatic Transmission 20 Lock-up Clutch 21 Oil Pump 22 Hydraulic Control Mechanism 31 Piston 32 Connecting Rod 33 Crankshaft 35 Intake Passage 35p Intake Port 36 Intake Valve 37 Exhaust Passage 37p Exhaust Port 38 Exhaust Valve 40 Throttle Valve 41 In-cylinder Injection Valve 42 Ignition Device 43 Catalyst 50 ECU 71 Ignition Switch 72 Crank Angle Sensor 73 Motor Rotation Speed Sensor 74 Air Flow Meter 75 Accelerator Opening Sensor

Claims

1. A control device for a hybrid vehicle having an internal combustion engine, a motor, and a clutch provided between the internal combustion engine and the motor, comprising: a cranking control unit that controls cranking of the internal combustion engine by the motor; a start determination unit that determines that starting of the internal combustion engine has failed when the stop time of the crankshaft of the internal combustion engine continues for a predetermined time or more after the cranking, or when the crankshaft rotates in the reverse direction with respect to the direction of the cranking; when the amount of movement of the crankshaft by the cranking is equal to or greater than a predetermined amount, the start determination unit determines whether or not starting of the internal combustion engine has failed; The start determination unit is a control device for a hybrid vehicle that changes the predetermined amount according to the position of the piston of the internal combustion engine at the time of stopping of the internal combustion engine.

2. comprising a stall determination unit that determines whether or not the internal combustion engine has stalled; when the stall determination unit determines that the internal combustion engine has stalled, the start determination unit sets the predetermined amount to a first amount; The control device for a hybrid vehicle according to claim 1, wherein when the stall determination unit determines that the internal combustion engine has not stalled, the start determination unit sets the predetermined amount to a second amount smaller than the first amount.

3. The control device for a hybrid vehicle according to claim 1 or 2, wherein the cranking control unit changes the torque of the cranking according to the number of times the start determination unit determines that starting of the internal combustion engine has failed.

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