Hybrid vehicles

Abstract

To execute idling control at a more appropriate rotation speed in a hybrid vehicle that includes an engine, a motor, a transmission, and a connection disengagement mechanism.SOLUTION: A hybrid vehicle includes: an engine; a motor; a transmission for transmitting power from the engine and / or the motor to a drive while changing speed of transmitting the power; a connection disengagement mechanism for engaging / disengaging the transmission with / from the engine; and a control apparatus. When executing idling control so as to cause the engine to revolve at a target revolution speed, the control apparatus sets the target revolution speed with the transmission being disengaged from the engine by the connection disengagement mechanism, to be higher than with the transmission being connected to the engine by the connection disengagement mechanism.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] In a conventional hybrid vehicle that uses an engine and a motor as a driving source and changes gears in either an automatic or manual gear shift mode depending on the shift position, when in manual gear shift mode, if the engine required torque is approximately zero and the vehicle is not in a fuel cut state, idling control has been proposed in which the engine's lower limit rotation speed is set to a target rotation speed based on the vehicle speed and the gear selected by the driver to control the engine (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-195217 Summary of the Invention [Problem to be solved by the invention]

[0004] In hybrid vehicles equipped with an engine and motor, a transmission that changes the speed of power from the engine and / or motor and transmits it to the drive wheels, and a disconnection mechanism that connects and disconnects the engine and transmission, there has been insufficient consideration given to the rotational speed at which idling control should be performed.

[0005] The hybrid vehicle of the present invention is provided with an engine, a motor, a transmission, and a disconnection mechanism, and its main object is to perform idling control at a more appropriate rotation speed. [Means for solving the problem]

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

[0007] The hybrid vehicle of the present invention is an engine and a motor; a transmission that changes the speed of power from the engine and / or the motor and transmits it to drive wheels; a disconnection mechanism that connects and disconnects the engine and the transmission; a control device; A hybrid vehicle comprising: When performing idling control so that the engine rotates at a target rotation speed, if the engine and the transmission are disconnected by the disconnection mechanism, the control device sets the target rotation speed to a rotation speed that is higher than when the engine and the transmission are connected by the disconnection mechanism. The gist of this is as follows.

[0008] In the hybrid vehicle of the present invention, when idling control is performed to rotate the engine at a target rotational speed, if the engine and transmission are disconnected by the disconnection mechanism, the target rotational speed is set to a higher value than when the engine and transmission are connected by the disconnection mechanism. Generally, when idling control is performed, the lower the engine load connected to the engine, the greater the fluctuation in engine rotation, making the engine more susceptible to stalling. In the hybrid vehicle of the present invention, when the engine and transmission are connected by the disconnection mechanism (engine load is relatively high), idling control is performed at a low rotational speed, thereby preventing deterioration of fuel economy. When the engine and transmission are disconnected by the disconnection mechanism (engine load is relatively low), idling control is performed at a high rotational speed, thereby preventing engine stalling. In other words, idling control can be performed at a more appropriate rotational speed depending on whether the engine and transmission are connected by the disconnection mechanism.

[0009] In the hybrid vehicle of the present invention, the connection / disconnection mechanism may include a first clutch that connects and disconnects the engine and the motor and a second clutch that connects and disconnects the motor and the transmission, and the control device may, during the idling control, set the target rotation speed to a first rotation speed when the engine and the motor are connected by the first clutch and the motor and the transmission are connected by the second clutch, set the target rotation speed to a second rotation speed higher than the first rotation speed when the engine and the motor are connected by the first clutch and the motor and the transmission are disconnected by the second clutch, and set the target rotation speed to a third rotation speed higher than the second rotation speed when the engine and the motor are disconnected by the first clutch. This allows idling control to be performed at a more appropriate rotation speed depending on whether the engine and the motor are connected by the first clutch and whether the motor and the transmission are connected by the second clutch.

[0010] In the hybrid vehicle of the present invention, the control device may be configured to, when performing the idling control, set the target engine speed to a higher value if the shift position is in the neutral position when the engine and the transmission are connected by the disconnection mechanism than if the shift position is in the forward position. In this case, when performing the idling control, the control device may be configured to, when the engine and the transmission are connected by the disconnection mechanism and the shift position is in the reverse position, set the target engine speed to a higher value than if the shift position is in the forward position or the neutral position. This allows idling control to be performed at a more appropriate engine speed depending on the shift position. [Brief explanation of the drawings]

[0011] [Figure 1]1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. [Figure 2] 4 is a flowchart showing an example of an idling control routine executed by the HVECU 70. [Figure 3] FIG. 10 is a diagram showing the outline of the configuration of a hybrid vehicle 120 according to a modified example. [Figure 4] FIG. 10 is a diagram showing the outline of the configuration of a hybrid vehicle 220 according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0012] Next, a mode for carrying out the present invention will be described using examples. [Example]

[0013] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, an engine electronic control unit (hereinafter referred to as "engine ECU") 24, a motor 30, an inverter 32, a motor electronic control unit (hereinafter referred to as "motor ECU") 34, a clutch K0, a clutch WSC, a transmission 40, a hydraulic control device 44, a transmission electronic control unit (hereinafter referred to as "transmission ECU") 46, a battery 50 as an electricity storage device, a battery electronic control unit (hereinafter referred to as "battery ECU") 52, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0014] The engine 22 is configured as an internal combustion engine that outputs power using fuel such as gasoline or diesel fuel from a fuel tank. A crankshaft 23 of the engine 22 is connected to a rotary shaft 31 of a motor 30 via a clutch K0.

[0015] The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors are input to the engine ECU 24 via input ports. Examples of the signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 23a that detects the rotational position of the crankshaft 23 of the engine 22, a coolant temperature Tw from a water temperature sensor that detects the temperature of the coolant in the engine 22, and an intake air amount Qa from an air flow meter that detects the intake air amount of the engine 22. Various control signals are output from the engine ECU 24 via output ports. Examples of the signals output from the engine ECU 24 include a control signal for a throttle valve, a control signal for a fuel injection valve, and a control signal for a spark plug. The engine ECU 24 is connected to the HVECU 70 via communication ports. The engine ECU 24 calculates the engine speed Ne of the engine 22 based on the crank angle θcr of the crankshaft 23 from the crank position sensor 23a.

[0016] The motor 30 is configured as a synchronous generator motor and has a rotor with a permanent magnet embedded in the rotor core and a stator with a three-phase coil wound around the stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0 and to the input shaft 41 of the transmission 40 via a clutch WSC. The inverter 32 is used to drive the motor 30 and is connected to the battery 50 via a power line 54. The motor 30 is rotationally driven by switching of multiple switching elements of the inverter 32.

[0017] The motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors are input to the motor ECU 34 via the input port. Examples of signals input to the motor ECU 34 include a rotational position θm from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors that detect currents in each phase of the motor 30. The motor ECU 34 outputs control signals to the inverter 32 via the output port. The motor ECU 34 is connected to the HVECU 70 via the communication port. The motor ECU 34 calculates the rotational speed Nm of the motor 30 based on the rotational position θm of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0018] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and connects and disconnects the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30. The clutch WSC is configured as, for example, a hydraulically driven friction clutch, and connects and disconnects the rotating shaft 31 of the motor 30 and the input shaft 41 of the transmission 40.

[0019] The transmission 40 is configured as an automatic transmission with 4, 6, 8, or 10 speeds, and has an input shaft 41, an output shaft 42, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The input shaft 41 is connected to the rotor of the motor 30 via a clutch WSC, and the output shaft 42 is connected to driving wheels 49 via a differential gear 48. The transmission 40 establishes a forward gear or a reverse gear for each gear by engaging or disengaging the plurality of friction engagement elements, thereby connecting the input shaft 41 and the output shaft 42 (transmitting power between them) or disconnecting the input shaft 41 and the output shaft 42.

[0020] The hydraulic control device 44 has a valve body with multiple oil passages formed therein, multiple regulator valves, multiple linear solenoid valves, etc. This hydraulic control device 44 adjusts the hydraulic pressure of the working oil from the mechanical oil pump or the electric oil pump and supplies it to the clutch K0, the clutch WSC, the multiple friction engagement elements of the transmission 40, etc.

[0021] Although not shown, the transmission ECU 46 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the transmission ECU 46 via input ports. Examples of signals input to the transmission ECU 46 include a rotation speed Ni from a rotation speed sensor 41a that detects the rotation speed of the input shaft 41 of the transmission 40, a rotation speed No from a rotation speed sensor 42a that detects the rotation speed of the output shaft 42 of the transmission 40, and an oil temperature Tho of the hydraulic oil in the hydraulic control device 44. Control signals and other signals to the hydraulic control device 44 are output from the transmission ECU 46 via output ports. The transmission ECU 46 is connected to the HVECU 70 via a communication port.

[0022] The battery 50 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and as described above, is connected to the inverter 32 via the power line 54. The battery ECU 52 includes a microcomputer (not shown) having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include a voltage Vb from a voltage sensor that detects the voltage of the battery 50, a current Ib (positive when discharging) from a current sensor that detects the current of the battery 50, and a temperature Tb from a temperature sensor that detects the temperature of the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the power storage percentage SOC of the battery 50 based on an integrated value of the current Ib of the battery 50 from the current sensor. The power storage percentage SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

[0023] The HVECU 70 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors are input to the HVECU 70 via the input ports. Examples of signals input to the HVECU 70 include a start signal from a start switch 80 and a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81. Examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the depression amount of an accelerator pedal 83, and a brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of a brake pedal 85. Another example of a signal is a vehicle speed V from a vehicle speed sensor 87. Examples of shift positions SP detected by the shift position sensor 82 include a parking position (P position), a reverse position (R position), a neutral position (N position), and a forward position (D position). As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the battery ECU 52 via the communication ports.

[0024] In the hybrid vehicle 20 of this embodiment configured as described above, the engine 22, motor 30 (inverter 32), clutch K0, clutch WSC, and transmission 40 (hydraulic control device 44) are controlled by cooperative control between the HVECU 70, engine ECU 24, motor ECU 34, and transmission ECU 46.

[0025] When the shift position SP is in the D position or the R position, the vehicle runs in a hybrid driving (HV driving) mode in which the clutches K0 and WSC are both engaged and the vehicle runs using power from the engine 22, or in an electric driving (EV driving) mode in which the clutch K0 is released and the clutch WSC is engaged and the vehicle runs without using power from the engine 22. When transitioning from the EV driving mode to the HV driving mode or from the HV driving mode to the EV driving mode, idling control of the engine 22 may be performed for a predetermined period of time.

[0026] Furthermore, when the shift position SP is in the N position or the P position, the input shaft 41 and the output shaft 42 of the transmission 40 are disconnected. For example, when the shift position SP is operated to the N position while the vehicle is traveling in the HV traveling mode, the input shaft 41 and the output shaft 42 are disconnected while idling control of the engine 22 is performed. Furthermore, when the shift position SP is in the P position and charging of the battery 50 is required, the clutch K0 is engaged and the clutch WSC is released, the engine 22 is started by the motor 30, and power from the engine 22 is used by the motor 30 to generate electricity and charge the battery 50. Idling control of the engine 22 may be performed for a predetermined period before charging of the battery 50 begins or after charging is completed.

[0027] Furthermore, when abnormality diagnosis of the engine 22 is requested while the vehicle is not running in the HV running mode, the clutch K0 is released and the engine 22 is idling controlled while the abnormality diagnosis of the engine 22 is performed.

[0028] Next, a description will be given of the operation of the hybrid vehicle 20 of this embodiment configured as described above, particularly the operation when performing idling control of the engine 22. Figure 2 is a flowchart showing an example of an idling control routine executed by the HVECU 70. This routine is repeatedly executed when performing idling control.

[0029] 2 is executed, the HVECU 70 first inputs the shift position SP and engagement flags Fk and Fw (step S100). Here, the shift position SP is input with the position detected by the shift position sensor 82. The engagement flags Fk and Fw are input with values ​​set by an engagement flag setting routine (not shown) executed by the transmission ECU 46 via communication. In the engagement flag setting routine, the transmission ECU 46 sets the engagement flag Fk to a value of 1 or a value of 0 when the clutch K0 is in an engaged state or a released state, respectively, and sets the engagement flag Fw to a value of 1 or a value of 0 when the clutch WSC is in an engaged state or a released state, respectively.

[0030] Once the data is input in this manner, the value of the engagement flag Fk is checked (step S110), and if the engagement flag Fk is 1, i.e., if the clutch K0 is engaged, the value of the engagement flag Fw is checked (step S120). If the engagement flag Fw is 1, i.e., if the clutch WSC is engaged, the shift position SP is checked (step S130).

[0031] If the shift position SP is in the D position in step S130, the target rotation speed Ne* for idling control of the engine 22 is set to the rotation speed Ne1 (step S140), an idling control command and the target rotation speed Ne* are sent to the engine ECU 24 (step S190), and this routine ends. Upon receiving the idling control command and the target rotation speed Ne*, the engine ECU 24 performs operation control of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) as idling control so that the engine 22 rotates at the target rotation speed Ne*.

[0032] When the shift position SP is in the N position in step S130, the target rotation speed Ne* of the engine 22 is set to a rotation speed Ne2 higher than the rotation speed Ne1 (step S150), an idling control command and the target rotation speed Ne* are sent to the engine ECU 24 (step S190), and this routine is terminated.

[0033] When the shift position SP is in the R position in step S130, the target rotation speed Ne* of the engine 22 is set to a rotation speed Ne3 higher than the rotation speed Ne2 (step S160), and the idling control command and the target rotation speed Ne* are sent to the engine ECU 24 (step S190), and this routine is terminated.

[0034] When the engagement flag Fw is equal to 0 in step S120, i.e., when the clutch WSC is in the released state, the target rotation speed Ne* of the engine 22 is set to a rotation speed Ne4 higher than the rotation speed Ne3 (step S170), and the idling control command and the target rotation speed Ne* are sent to the engine ECU 24 (step S190), and this routine is terminated.

[0035] When the engagement flag Fk is equal to 0 in step S110, i.e., when the clutch K0 is in the released state, the target rotation speed Ne* of the engine 22 is set to a rotation speed Ne5 higher than the rotation speed Ne4 (step S180), and the idling control command and the target rotation speed Ne* are sent to the engine ECU 24 (step S190), and this routine is terminated.

[0036] In the hybrid vehicle 20 of the embodiment, in the order of the first state in which both the clutches K0 and WSC are engaged and the input shaft 41 and the output shaft 42 are connected by the transmission 40, the second state in which both the clutches K0 and WSC are engaged and the connection between the input shaft 41 and the output shaft 42 is released by the transmission 40, the third state in which the clutch K0 is engaged and the clutch WSC is released, and the fourth state in which the clutch K0 is released, the load connected to the engine 22 (hereinafter referred to as "engine load") becomes lower. For this reason, when idling control is performed by setting a low rotational speed, for example, the rotational speed Ne1, as the target rotational speed Ne* regardless of which of the first state, the second state, the third state, and the fourth state it is, the rotational fluctuation of the engine 22 tends to increase as the engine load is lower, and engine stall is likely to occur. On the other hand, when idling control is performed by uniformly setting a high rotational speed, for example, the rotational speed Ne5, as the target rotational speed Ne*, the rotational speed of the engine 22 is increased unnecessarily, that is, the fuel consumption may be deteriorated unnecessarily. Based on these, in the embodiment, when the shift position SP is in the D position in the first state, the rotational speeds Ne1, Ne2, Ne4, Ne5 (Ne1 < Ne2 < Ne4 < Ne5) are set as the target rotational speed Ne* in the second state, the third state, and the fourth state, respectively, and idling control is performed. Thereby, when the engine load is high, the deterioration of the fuel consumption can be suppressed, and when the engine load is low, the occurrence of engine stall can be suppressed. In the embodiment, when the shift position SP is in the R position in the first state, in consideration of the assumption that the time for performing idling control is relatively short, in order to ensure the reverse running performance, the rotational speed Ne3 higher than the rotational speed Ne2 is set as the target rotational speed Ne*, and idling control is performed.

[0037] In the hybrid vehicle 20 of the embodiment described above, when idling control is performed so that the engine 22 rotates at the target rotation speed Ne*, when both clutches K0 and WSC are engaged, the rotation speed based on the shift position SP (one of rotation speeds Ne1, Ne2, or Ne3) is set as the target rotation speed Ne*, when clutch K0 is engaged and clutch WSC is released, the rotation speed Ne* is set as a rotation speed Ne4 higher than rotation speed Ne3, and when clutch K0 is released, the rotation speed Ne* is set as a rotation speed Ne5 higher than rotation speed Ne4. This makes it possible to suppress deterioration in fuel efficiency when the engine load is high, and to suppress engine stall when the engine load is low.

[0038] In the hybrid vehicle 20 of the embodiment, when idling control is performed so that the engine 22 rotates at the target rotation speed Ne*, when both clutches K0 and WSC are engaged and the shift position SP is in the D position, the rotation speed Ne1 is set as the target rotation speed Ne*, and when the shift position SP is in the R position, the rotation speed Ne3 is set as the target rotation speed Ne*. However, the same rotation speed (for example, the rotation speed Ne1) may be set as the target rotation speed Ne* when the shift position SP is in the D position and when it is in the R position.

[0039] In the hybrid vehicle 20 of the embodiment, when idling control is performed so that the engine 22 rotates at the target rotation speed Ne*, if both the clutches K0 and WSC are engaged, the rotation speed based on the shift position SP (one of the rotation speeds Ne1, Ne2, or Ne3) is set as the target rotation speed Ne*. However, the target rotation speed Ne* may be set to a uniform rotation speed (for example, the rotation speed Ne2) regardless of the shift position SP.

[0040] In the hybrid vehicle 20 of the embodiment, when idling control is performed so that the engine 22 rotates at the target rotation speed Ne*, the rotation speed Ne4 is set as the target rotation speed Ne* when the clutch K0 is engaged and the clutch WSC is released, and the rotation speed Ne5 is set as the target rotation speed Ne* when the clutch K0 is released. However, the same rotation speed (e.g., rotation speed Ne5) may be set as the target rotation speed Ne* when the clutch K0 is engaged and the clutch WSC is released and when the clutch K0 is released.

[0041] In the hybrid vehicle 20 of the embodiment, the transmission 40 is configured as a stepped transmission. However, instead of this, the transmission 40 may be configured as a continuously variable transmission.

[0042] In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device. However, a capacitor may be used as the power storage device.

[0043] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, the transmission ECU 46, the battery ECU 52, and the HVECU 70. However, at least two of these may be integrated into one unit.

[0044] In the hybrid vehicle 20 of the embodiment, the engine 22 is connected to the drive wheels 49 via the transmission 40, clutch WSC, motor 30, and clutch K0, and the battery 50 is connected to the inverter 32 that drives the motor 30 via a power line 54. However, as shown in a modified hybrid vehicle 120 of FIG. 3, the engine 22 may be connected to the drive wheels 49 via the transmission 40, clutch WSC, motor 30, and clutch K0, the motor 130 may be connected to the drive wheels 149, and the battery 50 may be connected to the inverters 32, 132 that drive the motors 30, 130, respectively, via a power line 54. Alternatively, as shown in a modified hybrid vehicle 220 of FIG. 4, the engine 22 may be connected to the drive wheels 49 via the transmission 40, torque converter 240, motor 30, and clutch K0, and the battery 50 may be connected to the inverter 32 that drives the motor 30 via a power line 54. In this case, a starter for cranking the engine 22 may be further provided.

[0045] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section will be explained below. In the embodiment, the engine 22 corresponds to the "engine," the motor 30 corresponds to the "motor," the transmission 40 corresponds to the "transmission 40," the clutches K0 and WSC correspond to the "connection / disconnection mechanism," and the HVECU 70, the engine ECU 24, the motor ECU 34, and the transmission ECU 46 correspond to the "controller."

[0046] The correspondence between the main elements of the Examples and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the Examples are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the Examples are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0047] The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms within the scope that does not deviate from the gist of the present invention. [Industrial Applicability]

[0048] The present invention can be used in the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0049] 20,120,220 Hybrid vehicle, 22 Engine, 23 Crankshaft, 23a Crank position sensor, 24 Engine ECU, 30 Motor, 30a Rotational position sensor, 31 Rotating shaft, 32 Inverter, 34 Motor ECU, 40 Transmission, 41 Input shaft, 41a Rotational speed sensor, 42 Output shaft, 42a Rotational speed sensor, 44 Hydraulic control device, 46 Transmission ECU, 48 Differential gear, 49 Drive wheels, 50 Battery, 52 Battery ECU, 54 Power line, 70 HVECU, 80 Start switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 Vehicle speed sensor, 130 Motor, 149 Drive wheels, 240 Torque converter.

Claims

[Claim 1] an engine and a motor; a transmission that changes the speed of power from the engine and / or the motor and transmits it to drive wheels; a disconnection mechanism that connects and disconnects the engine and the transmission; a control device; A hybrid vehicle comprising: When performing idling control so that the engine rotates at a target rotation speed, if the engine and the transmission are disconnected by the disconnection mechanism, the control device sets the target rotation speed to a rotation speed that is higher than when the engine and the transmission are connected by the disconnection mechanism, the connection / disconnection mechanism includes a first clutch that connects and disconnects the engine and the motor, and a second clutch that connects and disconnects the motor and the transmission, When performing the idling control, the control device sets the target rotation speed to a first rotation speed when the engine and the motor are connected by the first clutch and the motor and the transmission are connected by the second clutch, sets the target rotation speed to a second rotation speed higher than the first rotation speed when the engine and the motor are connected by the first clutch and the motor and the transmission are disconnected by the second clutch, and sets the target rotation speed to a third rotation speed higher than the second rotation speed when the engine and the motor are disconnected by the first clutch. Hybrid car.

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