Hybrid vehicle control device

Abstract

To provide a control device of a hybrid vehicle configured so that occurrence of shock caused by engine start-up is suppressed.SOLUTION: The control device of a hybrid vehicle, which is provided with an engine, a motor arranged on a power transmission path extending from the engine to a driving wheel, and a clutch arranged between the engine and the motor on the power transmission path, is further provided with: an engine start-up control part that when receiving a request for starting-up the engine in a state where the clutch is released, executes engine start-up control by which the clutch is engaged after the engine is completely combusted by slipping the clutch and making the motor crank the engine; and a torque control part that controls each torque of the engine and of the motor so that shaft torque which is transmitted to the driving wheel through the power transmission path before the clutch is engaged corresponds to the shaft torque transmitted to the driving wheel after the clutch is engaged, in the engine start-up control.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] A hybrid vehicle is known that includes an engine, a motor provided on a power transmission path from the engine to the drive wheels, and a clutch provided between the engine and the motor on the power transmission path (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-060443 Summary of the Invention [Problem to be solved by the invention]

[0004] When a request to start the engine is made with the clutch released, engine start control may be executed, in which the clutch is slipped, the engine is cranked by the motor, and the clutch is engaged after the engine has fully exploded. If the torque transmitted to the drive wheels via the power transmission path fluctuates significantly during this type of engine start control, a shock may occur in the hybrid vehicle.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a control device for a hybrid vehicle that suppresses the occurrence of shocks that accompany engine start. [Means for solving the problem]

[0006] The above object can be achieved by a control device for a hybrid vehicle that includes an engine, a motor provided on a power transmission path from the engine to drive wheels, and a clutch provided between the engine and the motor on the power transmission path, and that includes: an engine start control unit that, when a request to start the engine is made with the clutch released, executes engine start control by slipping the clutch, cranking the engine using the motor, and engaging the clutch after the engine has fully exploded; and a torque control unit that, in the engine start control, controls the torque of each of the engine and the motor so that the axial torque transmitted to the drive wheels via the power transmission path before engagement of the clutch corresponds to the axial torque after engagement of the clutch.

[0007] The torque control unit may increase the torque of the engine and decrease the torque of the motor after the engine has completely exploded and before the clutch is engaged.

[0008] The torque control unit may calculate the shaft torque based on the sum of a friction torque of the engine, a load torque of a transmission provided between the motor and the drive wheels on the power transmission path, a load torque of an accessory of the engine, and an idle learning torque of the engine.

[0009] The torque control unit may calculate the friction torque of the engine, the load torque of the transmission, and the load torque of the auxiliary device before complete combustion of the engine by regarding the rotation speed of the motor as the rotation speed of the engine.

[0010] The torque control unit may calculate a friction torque of the engine, a load torque of the transmission, and a load torque of the auxiliary equipment after a complete explosion of the engine based on the engine speed.

[0011] The torque control unit may control the shaft torque before complete combustion of the engine based on a target rotation speed and a rotation speed of the motor, and may control the shaft torque after complete combustion of the engine based on the target rotation speed and the rotation speed of the engine.

[0012] The torque control unit may increase the shaft torque when the rotation speed of the motor is lower than the target rotation speed, more than when the rotation speed of the motor is higher than the target rotation speed.

[0013] The torque control unit may increase the shaft torque when the engine speed is lower than the target speed, more than when the engine speed is higher than the target speed. [Effects of the Invention]

[0014] According to the present invention, it is possible to provide a control device for a hybrid vehicle that suppresses the occurrence of shocks accompanying engine start. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle. [Figure 2] FIG. 2 is a timing chart showing an example of engine start control executed by the ECU. [Figure 3] FIG. 3 is a flowchart showing an example of engine start control executed by the ECU. [Figure 4] FIG. 4 is an example of a map that defines the relationship between the engine speed and the total load torque, which is the sum of the engine friction torque, the transmission load torque, and the accessory load torque. [Figure 5] FIG. 5 is an example of a map that defines the relationship between engine speed and engine torque at the time of complete combustion. DETAILED DESCRIPTION OF THE INVENTION

[0016] [Hybrid vehicle configuration] FIG. 1 is a schematic diagram of a hybrid vehicle 1. In the hybrid vehicle 1, a K0 clutch 14, a motor 15, and a transmission 18 are provided in this order in a power transmission path from an engine 10 to drive wheels 13. The engine 10 and the motor 15 are mounted as a drive source for running the hybrid vehicle 1. The engine 10 is, for example, a V6 gasoline engine, but the number of cylinders is not limited thereto, and it may be an in-line gasoline engine or a diesel engine. The K0 clutch 14, the motor 15, and the transmission 18 are provided in a transmission unit 11. The transmission unit 11 and the left and right drive wheels 13 are drivingly connected via a propeller shaft 12a and a differential 12. The transmission 18 includes a torque converter 19 and a gearbox 20.

[0017] The K0 clutch 14 is provided between the engine 10 and the motor 15 on the power transmission path. The K0 clutch 14 receives a supply of hydraulic pressure and changes from a released state to a slip state and then to an engaged state, connecting the power transmission between the engine 10 and the motor 15. When the hydraulic pressure supply is stopped, the K0 clutch 14 changes to a released state and cuts off the power transmission between the engine 10 and the motor 15. The engaged state is a state in which both engagement elements of the K0 clutch 14 are connected and the engine 10 and the motor 15 have the same rotation speed. The released state is a state in which both engagement elements of the K0 clutch 14 are separated. The slip state is a state in which there is a predetermined rotation speed difference between the engine 10 and the motor 15 and both engagement elements of the K0 clutch 14 are in sliding contact with each other.

[0018] 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 regenerative power to charge the battery 16 in response to power transmitted from the engine 10 and the drive wheels 13. The power exchanged between the motor 15 and the battery 16 is adjusted by the inverter 17.

[0019] The inverter 17 is controlled by the ECU 100, 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 in which the motor 15 outputs torque, the inverter 17 converts the DC voltage from the battery 16 into an AC voltage and adjusts the power supplied to the motor 15. In the case of regenerative running 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 regenerative power supplied to the battery 16.

[0020] The torque converter 19 is a fluid coupling with a torque amplification function. The transmission 20 is a stepped automatic transmission that switches the gear ratio in multiple stages by changing gear positions, but is not limited to this and may be a continuously variable automatic transmission. The transmission 20 is provided between the motor 15 and the drive wheels 13 on the power transmission path. The motor 15 and the transmission 20 are connected via the torque converter 19. The torque converter 19 is provided with a lock-up clutch 19a that receives hydraulic pressure and enters an engaged state to directly connect the motor 15 and the transmission 20.

[0021] 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 19, the transmission 20, and the lock-up clutch 19a 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 19, the transmission 20, and the lock-up clutch 19a, as well as various hydraulic control valves for controlling the operating hydraulic pressures thereof.

[0022] The hybrid vehicle 1 is provided with an ECU (Electronic Control Unit) 100 as a control device for the vehicle. The ECU 100 is an electronic control unit that includes a processing circuit that performs various types of calculations related to vehicle driving control, and a memory that stores control programs and data. The ECU 100 is an example of a control device, and functionally realizes an engine start control unit and a torque control unit, which will be described in detail later.

[0023] The ECU 100 controls the operation of the engine 10 and the motor 15. Specifically, the ECU 100 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 100 controls the power torque, regenerative torque, and rotation speed of the motor 15 by controlling the inverter 17 to adjust the amount of power exchanged between the motor 15 and the battery 16. The ECU 100 also controls the operation of the K0 clutch 14, lock-up clutch 19a, and transmission 20 through control of a hydraulic control mechanism 22. The lock-up clutch 19a is disengaged when the vehicle speed is equal to or lower than an upper limit vehicle speed at which the lock-up clutch 19a is kept disengaged, and is engaged when the vehicle speed is higher than the upper limit vehicle speed.

[0024] The ECU 100 receives signals from an ignition switch 71, a crank angle sensor 72, a motor rotation speed sensor 73, an accelerator opening sensor 74, a vehicle speed sensor 75, an SOC sensor 76, and a water temperature sensor 77. The crank angle sensor 72 detects the rotation speed of the crankshaft of the engine 10, i.e., the engine rotation speed. The motor rotation speed sensor 73 detects the rotation speed of the output shaft of the motor 15, i.e., the motor rotation speed. The accelerator opening sensor 74 detects the accelerator pedal opening, which is the amount of depression of the accelerator pedal by the driver. The vehicle speed sensor 75 detects the traveling speed of the hybrid vehicle 1. The SOC sensor 76 detects the SOC (State Of Charge), which indicates the charge level of the battery 16. The water temperature sensor 77 detects the temperature of the coolant for the engine 10.

[0025] The ECU 100 runs the hybrid vehicle in either a motor mode or a hybrid mode. In the motor mode, the ECU 100 disengages the K0 clutch 14 and runs the vehicle using power from the motor 15. In the hybrid mode, the ECU 100 switches the K0 clutch 14 to an engaged state and runs the vehicle using power from at least the engine 10. The hybrid mode includes a mode in which the motor 15 is operated in power running mode and the vehicle runs using both the engine 10 and the motor 15 as power sources, a mode in which the motor 15 is operated in regenerative mode and the vehicle runs using only power from the engine 10, and a mode in which the operation of the motor 15 is stopped and the vehicle runs using only power from the engine 10.

[0026] The driving mode is switched based on the vehicle's required driving force calculated from the vehicle speed and accelerator pedal position, the SOC of the battery 16, and other factors. For example, when the required driving force is relatively small and the SOC is relatively high, the motor mode in which the engine 10 is stopped is selected to improve fuel economy. When the required driving force is relatively large or the SOC is relatively low, the hybrid mode in which the engine 10 is operating is selected.

[0027] The ECU 100 executes intermittent operation control to stop the engine 10 when a predetermined condition is met in the hybrid mode, and to start the engine 10 when a predetermined condition is met in the motor mode. The ECU 100 executes engine start control to start the engine 10 when the predetermined condition is met. The engine start control executed by the ECU 100 is an example of processing executed by an engine start control unit.

[0028] [Engine start control] 2 is a timing chart showing an example of engine start control executed by the ECU 100. The timing chart shows the engine speed [rpm], motor speed [rpm], state of the K0 clutch 14, engine torque [N·m], motor torque [N·m], and shaft torque [N·m]. The shaft torque is the torque transmitted to the drive wheels 13 via the power transmission path. Therefore, the shaft torque when the K0 clutch 14 is in a disengaged state is the torque transmitted from the motor 15 to the drive wheels 13. The shaft torque when the K0 clutch 14 is in a slipping state is the torque transmitted from the engine 10 to the drive wheels 13 via the motor 15 and the K0 clutch 14. The shaft torque when the K0 clutch 14 is in an engaged state is the torque transmitted from the engine 10 and the motor 15 to the drive wheels 13.

[0029] 2 shows a case where a request to start the engine 10 is made while the K0 clutch 14 is disengaged, the engine speed is zero, the motor speed is maintained at a target speed, and the shaft torque is maintained constant. When a request to start the engine 10 is made in this state, the K0 clutch 14 is controlled to a slip state and cranking by the motor 15 is initiated (time t1). As a result, the engine speed increases while the engine torque becomes negative, and the motor torque increases by an amount of cranking torque corresponding to this engine torque so that the shaft torque is maintained constant.

[0030] When combustion begins in the engine 10, the torque of the engine 10 gradually increases (time t2). At this time, the K0 clutch 14 is in a slip state, so the increase in engine torque is not significantly reflected in the shaft torque.

[0031] The engine torque increases from negative to positive, and the shaft torque also increases. When the engine 10 reaches full combustion, the engine torque increases even more rapidly, and the motor torque begins to decrease by a factor greater than the cranking torque (time t3). The shaft torque also temporarily increases as the engine 10 increases, but the motor torque decreases immediately after full combustion, suppressing the increase in shaft torque.

[0032] Thereafter, the engine torque increases more than the motor torque and converges to a predetermined value that takes into account combustion efficiency, etc. (time t4). The motor torque is controlled to a negative torque (regenerative torque) in consideration of the engine torque and the required charge amount of the battery 16 so that the shaft torque remains constant (time t5).

[0033] As described above, the engine torque and motor torque are controlled to maintain a constant shaft torque before cranking begins, after cranking begins but before complete combustion, and after the K0 clutch 14 is engaged. That is, the engine torque and motor torque are controlled so that the shaft torque before the engagement of the K0 clutch 14 corresponds to the shaft torque after the engagement of the K0 clutch 14. In this way, fluctuations in the shaft torque during engine start-up are suppressed. In particular, after complete combustion of the engine 10, the engine torque increases while the motor torque decreases until the engagement of the K0 clutch 14. As a result, although the shaft torque temporarily increases due to complete combustion of the engine 10, the shaft torque is suppressed from becoming excessive. In this way, the occurrence of shock during engine start-up can be suppressed. Although the shaft torque temporarily increases due to complete combustion of the engine 10, the occurrence of shock is suppressed because the K0 clutch 14 is in a slip state in this case.

[0034] FIG. 3 is a flowchart showing an example of engine start control executed by ECU 100. This control is repeatedly executed at predetermined intervals while the ignition is on. ECU 100 determines whether or not preconditions for executing engine start control are met (step S1). The preconditions are, for example, that the accelerator is off, the required driving torque is zero or less, the vehicle speed is equal to or less than the upper limit vehicle speed at which lockup clutch 19a is kept disengaged, and the SOC of battery 16 is less than the upper limit. If the answer to step S1 is No, this control ends.

[0035] If the answer is Yes in step S1, the ECU 100 determines whether there is a request to start the engine 10 (step S2). For example, if the temperature of the coolant for the engine 10 is below a predetermined value, or if the SOC of the battery 16 is below a predetermined value and there is a request to charge the battery 16, the start of the engine 10 is requested. If the answer is No in step S2, this control ends.

[0036] If the answer is Yes in step S2, the ECU 100 executes control to maintain the shaft torque constant (step S3). Specifically, the motor torque is controlled so that the shaft torque is maintained constant, and details will be described later.

[0037] Next, the ECU 100 controls the hydraulic control mechanism 22 to slip the K0 clutch 14, and starts cranking the engine 10 using the motor 15 (step S4). Note that the motor torque during cranking may be controlled by increasing the cranking torque amount calculated in advance from experimental results, or the motor torque may be feedback-controlled to compensate for the difference between the target rotation speed and the motor rotation speed.

[0038] Next, the ECU 100 starts combustion in the engine 10 (step S5). Specifically, fuel injection and ignition are started. Next, the ECU 100 determines whether or not the engine 10 has achieved complete combustion (step S6). Complete combustion is a state in which the engine 10 is capable of independent operation without cranking. For example, the ECU 100 determines that the engine 10 has achieved complete combustion if the engine speed is equal to or greater than the complete combustion determination speed, and determines that the engine 10 has not achieved complete combustion if the engine speed is less than the complete combustion determination speed. If the result in step S6 is No, the process of step S6 is executed again.

[0039] If the answer is Yes in step S6, the ECU 100 executes control to maintain the shaft torque constant (step S7). Specifically, the engine torque and the motor torque are controlled so that the shaft torque is maintained constant, as will be described in detail later.

[0040] Next, the ECU 100 controls the hydraulic control mechanism 22 to engage the K0 clutch 14 (step S8), thus completing the engine start control.

[0041] [Axial torque control] The shaft torque control in steps S3 and S7 will be described. The shaft torque control in step S3 is performed before the complete explosion of the engine 10, and the shaft torque control in step S7 is performed after the complete explosion of the engine 10. The controls in steps S3 and S7 are an example of processing executed by the torque control unit. First, the shaft torque control before the complete explosion of the engine 10 will be described.

[0042] [Axial torque control before complete detonation] In the shaft torque control before complete explosion, the motor torque is controlled so as to satisfy the following formula. Shaft torque = ((engine friction torque + transmission load torque + accessory load torque) + engine idle learning torque) x stabilization correction coefficient...(1)

[0043] The engine friction torque is a friction torque that resists the rotation of the engine 10. The transmission load torque is a torque that resists the rotation of the transmission 18. The accessory load torque is the torque of the accessories of the engine 10, such as a radiator cooling fan that rotates in conjunction with the rotation of the engine 10. Therefore, in equation (1), the engine friction torque, transmission load torque, and accessory load torque are each calculated as a negative value.

[0044] The engine friction torque, transmission load torque, and accessory load torque each change depending on the engine speed. However, when the engine 10 is stopped before complete combustion, the engine speed is naturally zero. Therefore, the ECU 100 refers to a map that defines the above torques according to the engine speed in advance based on experimental results or a map that defines the total value of the above torques, and calculates the total value of the above torques by regarding the motor speed as the engine speed.

[0045] FIG. 4 is an example of a map that defines the relationship between the engine speed and the total load torque, which is the sum of the engine friction torque, the transmission load torque, and the accessory load torque. The map in FIG. 4 defines the relationship such that the total torque increases as a negative value as the engine speed increases. The ECU 100 may calculate the total load torque by referring to such a map, regarding the motor speed as the engine speed. The method of calculating the total load torque is not limited to referring to the map described above. For example, the total load torque may be calculated by an arithmetic expression that uses the engine speed as an argument. In this case, the total load torque before complete combustion can be calculated by regarding the motor speed as the engine speed.

[0046] The engine idle learning torque is a value obtained by adding the idle feedback torque to the idle base torque, which is a reference for maintaining the engine speed at the idle speed. The idle feedback torque is a torque for compensating for the difference between the engine speed and the idle speed when the engine 10 is outputting the idle base torque. Furthermore, when the magnitude of the idle feedback torque is equal to or greater than a predetermined value, the value obtained by adding the idle feedback torque to the idle base torque is updated as the new engine idle learning torque. The updated engine idle learning torque is stored in the memory of the ECU 100.

[0047] The stabilization correction factor before complete detonation is calculated as follows: Stabilization correction coefficient = base proportional coefficient x (target rotation speed / motor rotation speed - 1) + 1...(2)

[0048] The stabilization correction coefficient before complete combustion is a correction coefficient for quickly converging the motor rotation speed to the target rotation speed when the motor rotation speed deviates from the target rotation speed. The target rotation speed is set to a value corresponding to the gear position and vehicle speed. The base proportionality coefficient is an adaptive value that indicates the sensitivity of the motor rotation speed to the target rotation speed, and is a value between 0.8 and 1.2, for example. For example, if the base proportionality coefficient is 1, the target rotation speed is 800 rpm, and the motor rotation speed is 600 rpm, which is lower than the target rotation speed, the stabilization correction coefficient is calculated as 1.33, which is greater than 1. In contrast, if the base proportionality coefficient and target rotation speed are the same as above and the motor rotation speed is 1000 rpm, the stabilization correction coefficient is calculated as 0.8, which is less than 1. Therefore, when the motor rotation speed is lower than the target rotation speed, the shaft torque is calculated to be greater than when the motor rotation speed is higher than the target rotation speed.

[0049] Here, assume an engine vehicle equipped with an engine, transmission, and accessories similar to the engine 10, transmission 18, and accessories mounted on the present hybrid vehicle 1. The shaft torque calculated by the above formula (1) excluding the stabilization correction coefficient is the same as the shaft torque of an engine vehicle in an idling state with the engine rotating at the same rotation speed as the motor rotation speed of the present hybrid vehicle 1. Therefore, even when the driving mode of the hybrid vehicle 1 is the motor mode, creep driving similar to that of a general engine vehicle as described above can be achieved.

[0050] [Axial torque control after complete detonation] In the axial torque control after complete explosion, the ECU 100 calculates the total load torque, which is the sum of the engine friction torque, transmission load torque, and accessory load torque in equation (1), based on the engine speed, for example, by referring to the map shown in Figure 4. In this way, the engine torque and motor torque are controlled so that the axial torque calculated by the same equation (1) is obtained before and after complete explosion, so that the axial torque before and after engagement of the K0 clutch 14 can be made to correspond to the axial torque after engagement.

[0051] However, the stabilization correction factor after complete explosion is calculated as follows: Stabilization correction coefficient = base proportional coefficient × (target RPM / engine RPM - 1) + 1…(3)

[0052] The stabilization correction coefficient after complete combustion differs from the stabilization correction coefficient before complete combustion described above in that it uses engine speed instead of motor speed. Therefore, the stabilization correction coefficient after complete combustion is a stabilization correction coefficient for quickly converging the engine speed to the target speed when the engine speed deviates from the target speed. Therefore, when the engine speed is lower than the target speed, the calculated axial torque is larger than when the engine speed is higher than the target speed. Thus, after complete combustion, the axial torque is controlled so that the engine speed converges to the target speed. The reason why the stabilization correction coefficient after complete combustion uses engine speed is as follows. When starting the engine before complete combustion, the start timing of the start injection control and ignition control by the ECU 100 is varied due to the low engine speed at start, resulting in long injection intervals and ignition timing intervals, which may result in variations in the start timing and the target torque and engine speed after complete combustion. Therefore, by calculating the stabilization correction coefficient using the engine speed after complete combustion, the engine speed can be more stably synchronized with the target speed until the K0 clutch 14 is engaged.

[0053] In addition, in the post-complete combustion torque control, the motor torque is controlled as follows. The ECU 100 estimates the engine torque at complete combustion before complete combustion and, immediately after complete combustion, quickly reduces the motor torque so that the engine torque is constant, taking into account the engine torque at complete combustion. Specifically, the ECU 100 estimates the engine torque at complete combustion before complete combustion by referring to the map shown in FIG. 5. FIG. 5 is an example of a map that defines the relationship between the engine speed and engine torque at complete combustion. This map was previously defined based on experimental results, etc. As shown in FIG. 5, the higher the engine speed at complete combustion, the lower the calculated engine torque at complete combustion. The complete combustion engine speed is determined by the complete combustion determination speed in step S6. Therefore, the ECU 100 can estimate the engine torque at complete combustion before complete combustion based on this map and the complete combustion determination speed. This allows the motor torque to be reduced early, immediately after complete combustion, to offset at least the engine torque at complete combustion. This also suppresses fluctuations in the engine torque.

[0054] Furthermore, when the engine torque converges to a predetermined value in the post-complete combustion torque control, a negative torque corresponding to the increase in engine torque relative to the post-complete combustion torque calculated by equation (1) is output from the motor 15. This makes it possible to suppress fluctuations in the engine torque. The post-complete combustion engine torque can be calculated by a known method based on, for example, the intake air amount.

[0055] In the above embodiment, the hybrid vehicle 1 is controlled by a single ECU 100, but this is not limited to this. 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.

[0056] 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 as defined in the claims. [Explanation of symbols]

[0057] 1 Hybrid vehicle 10 Engine 14 K0 clutch (clutch) 15 Motor 16 Battery 100 ECU (engine start control unit, torque control unit)

Claims

1. A control device for a hybrid vehicle including an engine, a motor provided on a power transmission path from the engine to drive wheels, and a clutch provided between the engine and the motor on the power transmission path, an engine start control unit that, when a start request for the engine is made with the clutch released, causes the clutch to slip, cranks the engine using the motor, and engages the clutch after the engine has completely exploded; a torque control unit that controls the torques of the engine and the motor so that a shaft torque transmitted to the drive wheels via the power transmission path before engagement of the clutch corresponds to a shaft torque after engagement of the clutch, during the engine start control; the torque control unit calculates the shaft torque based on a total value of a friction torque of the engine, a load torque of a transmission provided between the motor and the drive wheels on the power transmission path, a load torque of an accessory of the engine, and an idle learning torque of the engine; A control device for a hybrid vehicle, wherein the torque control unit calculates the friction torque of the engine, the load torque of the transmission, and the load torque of the auxiliary equipment before the engine completes combustion by regarding the rotation speed of the motor as the rotation speed of the engine.

2. 2. The control device for a hybrid vehicle according to claim 1, wherein the torque control section increases the torque of the engine and decreases the torque of the motor after the engine has completely exploded and before the clutch is engaged.

3. A control device for a hybrid vehicle of claim 1, wherein the torque control unit calculates the friction torque of the engine, the load torque of the transmission, and the load torque of the auxiliary equipment after the engine has completely exploded based on the engine speed.

Images