Control system for hybrid vehicles

Abstract

To provide a control device for a hybrid vehicle capable of preventing the output torque of an electric motor from overshooting a requested input torque limit value and capable of suppressing the follow-up delay with respect to the requested input torque limit value at the rapid acceleration operation of the vehicle.SOLUTION: When a torque distribution control unit 94 determines that rapid acceleration of a vehicle 10 has occurred in the case that a requested input torque limit value (requested ECT limit torque value) Tect is made effective at a timing earlier than a timing of a request torque T1 from a driver, a control device for a hybrid vehicle causes an output torque Tmg of an electric motor MG to be input to an automatic transmission 38, while causing delay of the requested input torque limit value Tect to be eliminated so as to limit the output torque Tmg. Thereby, at the time of the rapid acceleration operation of the vehicle 10, the output torque of the electric motor MG, which is input to the automatic transmission 38 with no delay, increases toward the input torque limit requested value, resulting that the output torque of the electric motor does not overshoot the requested input torque limit value, and following delay with respect to the requested input torque limit value is suppressed.SELECTED DRAWING: Figure 1

Description

Technical Field

[0004] , , , ,

[0001] The present invention relates to a control device for a hybrid vehicle including an engine and an electric motor as power sources and an automatic transmission, which provides a delay in the output of the electric motor.

Background Art

[0002] In a hybrid vehicle in which engine torque output from an engine and motor torque output from an electric motor are input to an automatic transmission, by providing a delay in the output torque of the electric motor in consideration of the response delay of the output torque of the engine, the output torque of the engine and the output torque of the electric motor are coordinated, and a control device for a hybrid vehicle that suppresses torque fluctuations caused by differences in responsiveness between the output torque of the engine and the output torque of the electric motor and improves drivability has been proposed.For example, the control device for a hybrid vehicle described in Patent Document 1 is such a device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in order to maintain the reliability of the automatic transmission, when the ECT control unit (electronic control unit for transmission) issues an input torque limit request, for example, an input torque limit request to avoid a shortened lifespan due to slippage during clutch engagement, if the vehicle is suddenly accelerated using the accelerator pedal, it is necessary to mediate between the input torque limit request and the torque request due to the acceleration operation. In this sudden acceleration operation, the motor's output torque should not be delayed, and the motor should immediately output a highly responsive output torque. In this case, since the input torque limit request value is issued after the motor's output torque has risen, an overshoot occurs, resulting in the inconvenience of a delay in the automatic transmission's ability to follow the input torque.

[0005] The present invention was made against the above circumstances, and its objective is to provide a control device for a hybrid vehicle in which, even when mediating between the input torque limit requirement of the automatic transmission, which is required not to impair the reliability of the automatic transmission, and the torque required for rapid acceleration of the vehicle, the output torque of the electric motor does not overshoot the input torque limit requirement, and the delay in following the input torque limit requirement is suppressed. [Means for solving the problem]

[0006] The gist of the present invention is a control device for a hybrid vehicle in which the output torque of the engine output from the engine and the output torque of the electric motor output from the electric motor are input to an automatic transmission, which controls the amount of intake air of the engine to adjust the output torque of the engine and delays the output torque of the electric motor to coordinate with the output torque of the engine in order to obtain the torque requested by the driver, and (b) when a sudden acceleration of the hybrid vehicle is determined, if the input torque limit request value of the automatic transmission, which is set so as not to impair the reliability of the automatic transmission, becomes effective at an earlier timing than the torque requested by the driver, By immediately increasing the output torque requirement of the aforementioned electric motor, the effective input torque limit requirement is used. The objective is to limit the output torque of the electric motor and input it to the automatic transmission. [Effects of the Invention]

[0007] According to the control device for a hybrid vehicle of the present invention, when a sudden acceleration of the hybrid vehicle is detected, if the input torque limit request value becomes effective at an earlier timing than the driver's requested torque, By immediately increasing the output torque requirement of the aforementioned electric motor, the effective input torque limit requirement is used. The output torque of the electric motor is limited and input to the automatic transmission. As a result, during rapid acceleration of the hybrid vehicle, the output torque of the electric motor input to the automatic transmission without delay increases toward the input torque limit requirement, so the output torque of the electric motor does not overshoot the input torque limit requirement, and the delay in following the input torque limit requirement is suppressed.

[0008] Preferably, the input torque limit request value includes a delay in the engine's output torque obtained by controlling the amount of intake air for the engine, and represents an effective input torque limit request value that falls after the delay has elapsed. The requested torque is adjusted by selecting the smaller of the input torque limit request value after the delay has elapsed and the driver's requested torque.

[0009] Preferably, if the control device does not detect a sudden acceleration of the hybrid vehicle and the input torque limit request value is activated at a later timing than the driver's requested torque, it causes the motor's output torque, including a delay in the motor's output torque, to be input to the automatic transmission. [Brief explanation of the drawing]

[0010] [Figure 1] This diagram illustrates the main components of a vehicle control system to which the present invention is applied, and also shows the main components of the control functions of an electronic control unit included in that control system as a functional block diagram. [Figure 2] This is a time chart illustrating the rise in output torque of an electric motor. [Figure 3] This is a time chart illustrating the rise time of the electric motor's output torque, which is delayed in the rise time of the engine's output torque controlled by air volume control. [Figure 4]This is a time chart illustrating the rise in output torque of an electric motor during rapid acceleration. [Figure 5] This is a time chart illustrating the mediation between the driver's requested torque and the input torque limit request value of the automatic transmission, which is set so as not to impair the reliability of the automatic transmission. [Figure 6] This is a time chart illustrating the arbitration between the driver's requested torque and the automatic transmission's input torque limit request value during non-rapid acceleration in the hybrid vehicle of this embodiment, and the motor output torque rising towards that arbitration value. [Figure 7] This is a time chart illustrating the arbitration between the driver's requested torque and the automatic transmission's input torque limit requirement during rapid acceleration in a conventional hybrid vehicle, as well as the motor output torque rising towards that arbitration value. [Figure 8] This is a time chart illustrating the arbitration between the driver's requested torque and the automatic transmission's input torque limit request value during rapid acceleration in the hybrid vehicle of this embodiment, and the rapid rise of the motor output torque towards that arbitration value. [Figure 9] Figure 1 is a flowchart illustrating the key aspects of the control operation of the electronic control unit. [Modes for carrying out the invention]

[0011] Hereinafter, an embodiment of the hydraulic circuit control device for a vehicle transmission of the present invention will be described in detail with reference to the drawings. [Examples]

[0012] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Figure 1 is a diagram illustrating the schematic configuration of the drive system of a vehicle 10 equipped with an electronic control unit 90 as a control device, which is one embodiment of the present invention, and also illustrates the control functions and key parts of the control system for various controls in the vehicle 10. The vehicle 10 is a hybrid electric vehicle equipped with an engine 12 and an electric motor MG in series as a drive system (power source). The vehicle 10 includes an engine 12, drive wheels 14 which are the left and right rear wheels or front wheels, and a power transmission device 18 provided in the power transmission path between the engine 12 and the drive wheels 14. The engine 12 is an internal combustion engine such as a gasoline engine or a diesel engine. The engine torque Te of the engine 12 is controlled by the electronic control unit 90 through an engine control device 22 which includes a throttle actuator, fuel injection device, ignition device, etc. The electric motor MG is a rotating electric machine that has the function of an engine that generates mechanical power from electric power, and the function of a generator that generates electric power from mechanical power, and is a so-called motor generator. The electric motor (MG) is connected to a high-voltage HEV (Hybrid Electric Vehicle) battery (28) via a PCU (Power Control Unit) (24) which has an inverter, etc. The MG torque (Tmg) of the electric motor (MG) is controlled by the PCU (Power Control Unit) (24) controlled by an electronic control device (90). The HEV battery (28) is an energy storage device that supplies power to the electric motor (MG).

[0013] The power transmission device 18 includes, within a case 32 which is a non-rotating member attached to the vehicle body, a K0 clutch 34, a WSC clutch 36, and an automatic transmission 38 in series from the engine 12 side. Power is transmitted from the transmission output shaft 40 to the drive wheels 14 via a differential gear 42, a pair of drive shafts 44, etc. The K0 clutch 34 is an engaging device that connects and disconnects between the engine 12 and the motor MG, and is an engine cut-off clutch that disconnects the engine 12 from the power transmission path. The WSC clutch 36 is an engaging device that connects and disconnects between the motor MG and the drive wheels 14, and functions as a starting clutch that replaces the torque converter by being slip-engagedly controlled by an electronic control unit 90.

[0014] The power transmission device 18 includes an engine connecting shaft 46 that connects the engine 12 and the K0 clutch 34, and a motor connecting shaft 48 that connects the K0 clutch 34 and the WSC clutch 36. The motor MG is connected to the motor connecting shaft 48 so as to be able to transmit power. The K0 clutch 34 and the WSC clutch 36 are both wet or dry friction engaging devices constituted by multi-plate or single-plate clutches pressed by a hydraulic actuator, and the control states such as the engaged state and the released state are switched by the electronic control unit 90.

[0015] The automatic transmission 38 is a known planetary gear type automatic transmission that includes, for example, a plurality of planetary gear devices and a plurality of engaging devices CB. The engaging device CB is a hydraulic friction engaging device constituted by, for example, a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, etc. The automatic transmission 38 is a stepped transmission in which any one of the engaging devices among the engaging devices CB is engaged to form any one of a plurality of gear stages Gr having different gear ratios γat (= input rotational speed Ni / output rotational speed No).

[0016] Vehicle 10 includes a mechanical oil pump 58 and an electric oil pump 60. The mechanical oil pump 58 is rotationally driven by at least one of the engine 12 and the electric motor MG, and discharges hydraulic oil used in the power transmission device 18. The electric oil pump 60 is rotationally driven by a dedicated pump drive motor 62, and can discharge hydraulic oil at any timing including when the vehicle 10 is stopped. The hydraulic oil discharged from the mechanical oil pump 58 and the electric oil pump 60 is supplied as the original pressure to the hydraulic control circuit 52. The hydraulic control circuit 52 outputs the regulated CB hydraulic pressure PRcb, K0 hydraulic pressure PRk0, WSC hydraulic pressure PRwsc, etc. respectively.

[0017] Vehicle 10 includes an electronic control unit 90 as a control device that executes various controls. The electronic control unit 90 includes, for example, a so-called microcomputer equipped with a CPU, RAM, ROM, input / output interface, etc., and executes various controls of the vehicle 10. The electronic control unit 90 is configured to include a plurality of computers for engine control, MG control, hydraulic control, etc., as necessary.

[0018] Signals regarding various information necessary for various controls, such as the engine rotation speed Ne, which is the rotation speed of the engine 12, the input rotation speed Ni, the output rotation speed No corresponding to the vehicle speed V, the MG rotation speed Nmg, which is the rotation speed of the electric motor MG, the accelerator opening θacc, which represents the driver's output demand amount by the operation amount of the accelerator pedal, etc., the throttle valve opening θth, which is the opening of the electronic throttle valve, and the power switch pressing signal Spw, are supplied to the electronic control unit 90 from, for example, the engine rotation speed sensor 70, the input rotation speed sensor 72, the output rotation speed sensor 74, the MG rotation speed sensor 76, the accelerator opening sensor 80, the throttle valve opening sensor 82, the power switch 84, etc. The power switch 84 is a self - reset type push - button switch arranged near the driver's seat, and outputs the power switch pressing signal Spw when pressed by the driver at the start or end of driving of the vehicle 10, etc.

[0019] The electronic control unit 90 outputs various signals to each device installed in the vehicle 10, such as the engine control unit 22, PCU 24, and hydraulic control circuit 52. These signals include an engine control command signal Se for controlling the engine 12, an MG control command signal Smg for controlling the electric motor MG, an electric oil pump control command signal Seop for controlling the electric oil pump 60, a CB hydraulic control command signal Scb for controlling the engagement device CB, a K0 hydraulic control command signal Sk0 for controlling the K0 clutch 34, and a WSC hydraulic control command signal Swsc for controlling the WSC clutch 36. The hydraulic control circuit 52 is equipped with various solenoid valves that switch oil passages and control hydraulic pressure according to the K0 hydraulic control command signal Sk0, the CB hydraulic control command signal Scb, and the WSC hydraulic control command signal Swsc.

[0020] The electronic control unit 90 calculates the driver's requested driving force (requested power, requested driving amount) Pdreq for the vehicle 10 by applying, for example, the accelerator opening θacc and vehicle speed V to the requested driving amount map. The requested driving amount map is a relationship for determining the requested driving amount that has been determined and stored in advance experimentally or by design. The requested driving force Pdreq [N] is, for example, the requested driving torque Trdem [Nm] and the requested driving power Prdem [W] at the drive wheel 14. The electronic control unit 90 calculates the requested input torque Tidem at the transmission input shaft 50 that can realize the above requested driving force Pdreq, and determines the target engine torque Tetgt and target MG torque Tmtgt that can obtain that requested input torque Tidem. Then, it outputs an engine control command signal Se to control the engine 12 so that the target engine torque Tetgt is output, and an MG control command signal Smg to control the electric motor MG so that the target MG torque Tmtgt is output.

[0021] The electronic control unit 90, for example, if the required input torque Tidem can be met by the output of the electric motor MG alone, sets the vehicle to a motor driving mode, which is a BEV (Battery Electric Vehicle) driving mode, in which the electric motor MG is driven solely by power from the HEV battery 28. In BEV driving mode, the K0 clutch 34 is released to stop the engine 12, and the WSC clutch 36 is engaged to perform BEV driving, using only the electric motor MG as the power source. In this BEV driving mode, the MG torque Tmg is controlled to achieve the required input torque Tidem. On the other hand, if the required input torque Tidem cannot be met without using at least the output of the engine 12, the electronic control unit 90 sets the vehicle to an engine driving mode, which is an HEV driving mode. In HEV driving mode, both the K0 clutch 34 and the WSC clutch 36 are engaged to perform engine driving, i.e., HEV driving, using at least the engine 12 as the power source. In this HEV driving mode, the engine torque Te is controlled to achieve all or part of the requested input torque Tidem, and the MG torque Tmg is controlled to compensate for any torque deficiency in engine torque Te relative to the requested input torque Tidem.

[0022] When the electronic control unit 90 detects that the vehicle 10 is accelerating rapidly, if the input torque limit request value for the automatic transmission 38, i.e., the ECT limit torque request value Tect, which is set to not impair the reliability of the automatic transmission 38, becomes effective earlier than the driver's requested torque T1, the electronic control unit 90 eliminates the delay in the input torque limit request value for the automatic transmission 38 and limits the output torque of the electric motor MG before inputting it to the automatic transmission 38.

[0023] Specifically, the electronic control unit 90 functionally includes a transmission control unit 92, a torque distribution control unit 94, a power source control unit 96, and the like. The transmission control unit 92 outputs the required torque obtained by air volume control and the required torque obtained by ignition timing control to the torque distribution control unit 96 in order to obtain the required input torque Tidem at the transmission input shaft 50. In addition, in the event of a sudden acceleration operation using the accelerator pedal, in order to ensure the reliability of the automatic transmission 38, for example, to protect the clutch and ensure durability, it outputs an ECT limit torque request value (input torque limit request value for the automatic transmission 38) Tect, which has a corresponding simulated delay D2, taking into account the delay D1 caused by air volume control.

[0024] The torque distribution control unit 94 takes into account the charge state of the HEV battery (cell) 28 and selects whether to use the output torque Te of the engine 12 or the output torque Tmg of the electric motor MG to realize the ECT limit torque request value Tect, and commands the power source control unit 96.

[0025] The power source control unit 96 generally adjusts the output torque of the electric motor MG (D1 in Figure 3) by considering the response delay (D1 in Figure 2) of the output torque Te of the engine 12, which is controlled by the intake air volume, to the output torque Tmg of the electric motor MG when the vehicle's accelerator pedal is pressed to accelerate. This simulates a delay in the output torque of the electric motor MG (D1 in Figure 3), thereby coordinating the output torque Te of the engine 12 and the output torque Tmg of the electric motor MG. This suppresses torque fluctuations caused by differences in responsiveness between the output torque of the engine 12 and the output torque Tmg of the electric motor MG, thereby improving drivability. During rapid acceleration, the power source control unit 96 rapidly increases the output torque Tmg of the highly responsive electric motor MG so that the torque requested by the driver is achieved (see Figure 4).

[0026] However, when the vehicle's accelerator pedal is pressed rapidly, the transmission control unit 92 may output an ECT limit torque request value (input torque limit request value for the automatic transmission 38) Tect, which takes into account a delay D2 due to air volume control to protect the clutch etc. of the automatic transmission 38. As shown in Figure 6, when the vehicle's accelerator pedal is pressed rapidly, the power source control unit 96 uses minimum select to mediate between the ECT limit torque request value Tect, which takes into account a delay due to air volume control to protect the clutch etc. of the automatic transmission 38 and is output from the transmission control unit 92, and the driver's requested torque T1 based on the accelerator pedal operation amount, and controls the output torque Tmg of the electric motor MG so as not to exceed the mediated torque. Figure 5 shows the output torque Tmg of the electric motor MG in a conventional AT vehicle, which is controlled to approach the value obtained by mediating between the ECT limit torque request value Tect, which does not take into account a delay due to air volume control, and the driver's requested torque. Figure 6 shows an example where the transmission control device and signals of a conveyor-type automatic transmission vehicle were reused to reduce the development cost of the automatic transmission 38 control, and the ECT limit torque requirement value Tect, which takes into account the delay D2 due to air volume control, was used. However, in this case, as shown in Figure 7, the output torque Tmg of the electric motor MG overshoots the ECT limit torque requirement value Tect, which is inconvenient because it exceeds the torque requirement of the reliability requirement from the transmission control unit 92.

[0027] On the other hand, when there is a sudden acceleration operation by the accelerator pedal, the power source control unit 96, for the protection of the clutch etc. of the automatic transmission 38, if the ECT limit torque required value Tect considering the delay D1 due to air volume control becomes the effective value (the value after falling) at a timing (time t2) earlier than the rising time (time t1) of the driver required torque T1 based on the accelerator pedal operation amount, that is, if the ECT limit torque required value Tect is larger than the driver required torque T1 at time t2 (T1 < Tect), as shown in FIG. 8, the power source control unit 96 determines that the delay D2 of the ECT limit torque required value (the input torque limit value of the automatic transmission 38) Tect is unnecessary, outputs the ECT limit torque required value Tect without the delay D2, and limits the output torque of the motor MG according to the negotiated required torque based on the ECT limit torque required value Tect without the delay D2 and inputs it to the automatic transmission 38. However, if the ECT limit torque required value Tect considering the delay D2 due to air volume control becomes the effective value at a timing later than the driver required torque T1 based on the accelerator pedal operation amount, that is, if the ECT limit torque required value Tect is less than or equal to the driver required torque T1 (T1 ≧ Tect), the power source control unit 96 outputs the ECT limit torque required value (the input torque limit required value of the automatic transmission 38) Tect with the delay D2, and limits the output torque of the motor MG according to the negotiated required torque based on the ECT limit torque required value Tect with the delay D2 and inputs it to the automatic transmission 38.

[0028] FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control device 90, that is, the output torque control of the motor MG during sudden acceleration. In step S1 of FIG. 9 (hereinafter, steps are omitted), it is determined whether or not the accelerator pedal has been turned on. If the determination in S1 is negative, the process related to delay simulation prohibition is not performed in S2. After calculating the base value Tmgb of the output torque Tmg of the motor MG in S3, the torque request for the motor MG is performed in S4, and this routine is terminated. However, if the determination in S1 is positive, in S5, the driver required torque T1 obtained by controlling the intake air volume based on the operation amount of the accelerator pedal is calculated.

[0029] In subsequent S6, it is determined whether or not it was a sudden acceleration operation by the accelerator pedal based on whether or not the accelerator operation amount θacc and its change rate exceed a predetermined sudden acceleration determination value. If the determination in this S6 is negative, S2 and below are executed. If it is positive, in S7, the ECT limit torque demand value Tect is not an invalid value (it is a valid value which is the limit value after falling), and whether or not the ECT limit torque demand value Tect becomes valid at a timing earlier than the timing t1 of the driver demand torque T1 based on the accelerator pedal operation amount (the falling time point t2 of the ECT limit torque demand value Tect), that is, at the time point when the ECT limit torque demand value Tect is a valid value after falling, whether or not the ECT limit torque demand value Tect is greater than the driver demand torque T1 (T1 < Tect) is determined.

[0030] If the determination in S7 is positive (at the time point t2 in FIG. 8), in S8, it is prohibited to add the simulated delay D2 of the engine torque Te delay D1 by air volume control to the ECT limit torque demand value (input torque limit demand value of the automatic transmission 38) Tect. In S3, the base MG torque demand value Tmgb which is the command value of the torque Tmg of the electric motor MG is calculated so as not to exceed the arbitration required torque set based on the ECT limit torque demand value Tect without the delay D2. Then, in S4, the base MG torque demand value is output. Thereby, the output torque Tmg of the electric motor MG immediately rises as shown in FIG. 8 in response to the accelerator operation. The rising timing t1 of the output torque Tmg of this electric motor MG is after the time point t2 when the ECT limit torque demand value Tect has fallen and become a valid value, so the output torque Tmg of the electric motor MG does not overshoot the valid value of the ECT limit torque demand value Tect.

[0031] When the determination in S7 is negative, for example, when the ECT limit torque required value Tect becomes valid at a timing (the falling time t2 of the ECT limit torque required value Tect) later than the timing t1 of the driver required torque T1 based on the accelerator pedal operation amount (t1 < t2), in S9, the prohibition of adding the simulated delay of the engine torque Te delay D1 due to the air amount control to the torque Tmg of the electric motor MG is released. Therefore, in S3, the base MG torque required value (the base value of the output torque Tmg of the electric motor MG) Tmgb, which is the command value of the torque Tmg of the electric motor MG with the delay D1, is calculated. As a result, in S4, in response to the accelerator operation, for example, as shown in FIG. 6, the torque Tmg of the electric motor MG is output.

[0032] As described above, according to the electronic control device 90 of the present embodiment, when the torque distribution control unit 94 determines a rapid acceleration of the vehicle 10, if the input torque limit required value (ECT limit torque required value Tect) becomes valid at a timing earlier than the driver required torque T1, the delay of the base MG torque required value (the base value of the output torque Tmg of the electric motor MG) Tmgb is eliminated, and the output torque Tmg of the electric motor MG is restricted and input to the automatic transmission 38. As a result, during a rapid acceleration operation of the vehicle 10, the output torque of the electric motor MG without delay input to the automatic transmission 38 increases toward the input torque limit required value. Therefore, the output torque of the electric motor does not overshoot the input torque limit required value, and the following delay with respect to the input torque limit required value is suppressed.

[0033] Further, according to the electronic control device 90 of the present embodiment, the input torque limit required value (ECT limit torque required value Tect) includes the delay D1 of the engine output torque Te obtained by controlling the intake air amount of the engine 12, and indicates a valid input torque limit required value that falls after the elapse of the delay D1. The required torque is adjusted by selecting the smaller value between the input torque limit required value (ECT limit torque required value Tect) after the elapse of the delay D1 and the driver required torque T1.

[0034] Furthermore, according to the electronic control device 90 of this embodiment, if the sudden acceleration of the hybrid vehicle 10 is not detected and the input torque limit request value is activated at a later timing than the driver's requested torque T1, the torque distribution control unit 94 will input the output torque Tmg of the electric motor MG, including the delay of the output torque Tmg of the electric motor MG, to the automatic transmission 38.

[0035] The present invention has been described in detail above with reference to tables and drawings, but the present invention can be implemented in other embodiments, and various modifications can be made without departing from its spirit.

[0036] For example, the vehicle 10 in the above-described embodiment was a vehicle equipped with one electric motor (motor generator) MG between the engine 12 and the automatic transmission 38, but is not limited to that. For example, it may be a vehicle equipped with a power split device (electric torque converter) and an electric motor between the engine 12 and the automatic transmission 38.

[0037] It should be noted that the above is merely one embodiment, and although other examples are not provided, the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art, without departing from its spirit. [Explanation of symbols]

[0038] 10: Vehicles (Hybrid Vehicles) 12: Engine 38: Automatic transmission 90: Electronic control unit (control device) 92: Transmission Control Unit 94: Torque Distribution Control Unit 96: Power Source Control Unit MG: Electric motor

Claims

1. In a hybrid vehicle in which the output torque of the engine and the output torque of the electric motor are input to an automatic transmission, a control device for a hybrid vehicle controls the amount of intake air of the engine to adjust the output torque of the engine and delays the output torque of the electric motor to coordinate with the output torque of the engine in order to obtain the torque requested by the driver, When rapid acceleration of the hybrid vehicle is detected, if the input torque limit request value of the automatic transmission, which is set to not impair the reliability of the automatic transmission, becomes effective earlier than the driver's requested torque, the output torque request value of the electric motor is immediately increased, thereby limiting the output torque of the electric motor using the effective input torque limit request value and inputting it to the automatic transmission. A control device for a hybrid vehicle characterized by the following features.

2. The input torque limit request value includes a delay in the engine's output torque obtained by controlling the amount of intake air from the engine, and represents an effective input torque limit request value that falls after the delay has elapsed. The requested torque is adjusted by selecting the smaller of the input torque limit request value after the delay has elapsed and the driver's requested torque. A control device for a hybrid vehicle according to feature 1.

3. If the control device does not detect that the hybrid vehicle is accelerating rapidly, and the input torque limit request value is activated at a later timing than the driver's requested torque, it will input the output torque of the electric motor, including the delay in the output torque of the electric motor, to the automatic transmission. A control device for a hybrid vehicle according to feature 1.

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