JP2000179671A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress shock in the case of starting an engine in the state of a transmission being in a driving position in a hybrid vehicle with the engine and a motor. SOLUTION: A control device for a hybrid vehicle having an engine, a motor- generator and an automatic transmission inputting torque of at least one of the engine and motor-generator and capable of selecting a driving position for transmitting torque to the output side, and capable of changing the engine from the stop state to the operating state in the case of the driving position being selected, is provided with a change gear ratio control means for setting the shift stage of the automatic transmission to a shift stage smaller in the change gear ratio than the first gear speed in the case of starting the engine in the state of the driving position being selected and the vehicle being stopped (steps 202-209).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle having a plurality of power sources and a transmission.

[0002]

2. Description of the Related Art Hitherto, vehicles equipped with an electric motor as a second power source have been developed in addition to an internal combustion engine (engine) generally used as a power source of the vehicle. In this type of vehicle, the power output by the motor is not necessarily sufficient for the vehicle to travel, but the controllability of the output of the motor is good, and energy is regenerated if the motor functions as a generator. The electric motor is configured to use the electric motor taking advantage of the fact that the electric motor can generate no exhaust gas.

As described above, an example of a hybrid vehicle using an engine and an electric motor as power sources is disclosed in Japanese Patent Laid-Open No. 6-54409.
No., published in Japanese Unexamined Patent Publication No. In the hybrid vehicle described in this publication, even when the vehicle is running by driving the electric motor, at least one of the engine oil and the cooling water is heated and heated, so that the engine is driven from the driving mode of the electric motor. When the mode is switched to the mode, the temperature of the engine is already high, and the startability of the engine is said to be improved.

[0004]

In the case of a hybrid vehicle as described in the above-mentioned publication, when the engine drive mode and the electric motor drive mode are switched to each other in accordance with the state of the vehicle, the drive train is not used. A torque fluctuation occurs, and this torque fluctuation may be transmitted to the wheels and cause a shock. However, in the hybrid vehicle described in the above-mentioned publication, although the startability of the engine is taken into consideration, the variation in torque due to the mode switching is not taken into account, and as a result, the above-described problems are caused. It did not improve the point.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and in a hybrid vehicle having an engine and an electric motor, it is possible to suppress a shock when the engine is started while the transmission is in a driving position. The purpose of the present invention is to provide a control device.

[0006]

SUMMARY OF THE INVENTION To achieve the above object, the present invention provides an engine and an electric motor capable of transmitting torque to wheels.
A transmission disposed between the engine and the electric motor and the wheels, the transmission being capable of selecting a drive position for transmitting the torque to the wheels; and when the drive position is selected, the engine is operated. In a hybrid vehicle control device capable of changing from a stopped state to a driving state, when the drive position is selected and the engine is started in a state where the vehicle is stopped, a transmission gear ratio of the transmission is selected. Is set to be smaller than the maximum speed ratio.

According to the present invention, when the driving position is selected and the engine is started while the vehicle is stopped, the transmission gear ratio is controlled to be smaller than the maximum gear ratio. Therefore, the fluctuation of the torque output from the transmission when the engine is started is suppressed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the speed ratio control means includes a maximum speed ratio as a speed ratio of the speed ratio when a start operation is performed by a driver. Is included in the function.

According to the second aspect of the invention, in addition to the same operation as the first aspect, when the driver performs the starting operation, the speed ratio of the transmission is controlled to the maximum speed ratio. That is, a torque suitable for the driver's intention to start is generated.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be specifically described with reference to the drawings. FIG. 2 shows a basic configuration of a hybrid vehicle to which the present invention is applied. In the example shown here, the motor-generator (M
G) 2 is arranged, and an automatic transmission 6 is arranged on the output side of the motor generator 2 via a torque converter (T / C) 5. The engine 1 is a device that outputs power by burning fuel, and examples thereof include an engine that burns gas fuel such as liquefied petroleum gas and natural gas, in addition to a gasoline engine and a diesel engine.

FIG. 3 is a block diagram showing the configuration of the power train from the engine 1 to the torque converter 5, and FIG. 4 is a skeleton diagram of the power train from the engine 1 to the automatic transmission 6. The flywheel 3 is connected to a crankshaft 13 of the engine 1, and a vibration damping mechanism (damper) 4 is connected to the flywheel 3. A clutch 100 that can be engaged and released is provided between the engine 1 and the motor generator 2.

The motor / generator 2 is a power source of a type different from that of the engine 1. The motor / generator 2 has a function as a motor capable of converting electrical energy into kinetic energy such as rotational motion and outputting the kinetic energy, and a kinetic energy of electric power. And has a function as a generator (regeneration function) for converting the energy into static energy. As the motor generator 2, for example, a permanent magnet type synchronous motor is used, and a resolver 7 for detecting a rotation angle of a rotor which is an output side member thereof is arranged in parallel with the motor generator 2. The rotor of the resolver 7 is also connected to a member connecting the damper 4 and the torque converter 5 or a member on the input side of the torque converter 5, similarly to the rotor of the motor generator 2.

Further, a battery 102 is connected to the motor / generator 2 via an inverter 101, and a controller 103 for controlling the motor / generator 2, the inverter 101 and the battery 102 is provided. The inverter 101 converts the DC current of the battery 102 into a three-phase AC current and supplies it to the motor generator 2, while converting the three-phase AC current generated by the motor generator 2 into a DC current and supplies the DC current to the battery 102. It has a three-phase bridge circuit to supply. This three-phase bridge circuit is configured by electrically connecting, for example, six power transistors, and by switching on and off of these power transistors, the direction of the current between the motor generator 2 and the battery 102 is changed. Switch. In this way, the mutual conversion between the three-phase AC current and the DC current, the adjustment of the frequency of the three-phase AC current applied to the motor generator 2, and the conversion of the three-phase AC current applied to the motor generator 2 are performed. The adjustment of the magnitude and the magnitude of the regenerative braking torque of the motor / generator 2 are performed.

When the motor / generator 2 functions as an electric motor, the DC voltage from the battery 102 is converted into an AC voltage and supplied to the motor / generator 2. When the motor generator 2 functions as a generator, the induction voltage generated by the rotation of the rotor is converted into a DC voltage by the inverter 101 and the battery 102 is charged. Further, the controller 103 has a function of detecting or controlling a current value supplied from the battery 102 to the motor generator 2 or a current value generated by the motor generator 2. Further, the controller 103 has a function of controlling the number of revolutions of the motor generator 2 and a function of detecting and controlling a state of charge (SOC) of the battery 102.

The motor generator 2 has a function of starting the engine 1, a function of outputting power transmitted to the wheels 104, and a regenerative function of converting kinetic energy input from the wheels 104 into electric energy. . When starting the engine 1 by the motor / generator 2, the clutch 100 is engaged. Further, a starter motor 1C for starting the engine 1 is separately provided.

On the other hand, the torque converter 5 comprises a front cover 33, a pump impeller 35, a turbine runner 4
8, a known structure having a stator 35A, a one-way clutch 43, a lock-up clutch 49, and the like.
Further, the automatic transmission 6 has a transmission input shaft 44, and a hub 46 is attached to a distal end portion thereof. A turbine runner 48 and a lock-up clutch 49 are connected to the hub 46. The automatic transmission 6 includes a gear transmission mechanism 55 and a hydraulic control device 39, which will be described later, and outputs torque to the wheels 32A via the output shaft 32 extending rearward from the gear transmission mechanism 55. Has become.

Further, a hydraulic control device 39 is for controlling engagement / disengagement of the lock-up clutch 49, speed change control, and control of the engagement pressure of the friction engagement device. And a switching valve and a pressure regulating valve, and are configured to execute the above-described respective controls by electrically controlling the electromagnetic valve. Note that, as the hydraulic control device 39, a conventionally known hydraulic control device for an automatic transmission can be employed. The hydraulic pressure supplied to the hydraulic control device 39 can be generated by a mechanical oil pump 1G driven by the power of the engine 1.

In this embodiment, the motor
A motor / generator 1F is provided in addition to the generator 2, and an electric oil pump 1D driven by the motor / generator 1F is provided. Further, the electric oil pump 1D and the mechanical oil pump 1
A switching valve (not shown) for selectively switching the hydraulic circuit between the G and the hydraulic control device 39 is provided. When the engine 1 stops and the mechanical oil pump 1G stops, the hydraulic pressure generated by the electric oil pump 1D is
By supplying the hydraulic pressure to the hydraulic circuit of the hydraulic control device 39, it is possible to control the gear ratio of the automatic transmission 6 or control the engagement / disengagement of the lock-up clutch 49.

The automatic transmission 6 shown in FIG. 4 can set a plurality of shift speeds including a reverse speed, specifically, five forward speeds and one reverse speed. That is, the automatic transmission 6
Is provided with an auxiliary transmission section 61 and a main transmission section 62 following the torque converter 5. The sub-transmission portion 61 is a so-called overdrive portion, and is constituted by a set of single pinion type planetary gear mechanisms 63. A carrier 64 is connected to the transmission input shaft 44.
A one-way clutch F0 and an integrated clutch C0 are arranged in parallel between the sun gear 4 and the sun gear 65. The one-way clutch F0 is engaged when the sun gear 65 rotates forward relative to the carrier 64 (rotation in the rotation direction of the transmission input shaft 44). A multi-disc brake B0 for selectively stopping the rotation of the sun gear 65 is provided. A ring gear 66, which is an output element of the auxiliary transmission section 61, is connected to an intermediate shaft 67, which is an input element of the main transmission section 62.

Therefore, when the multi-plate clutch C0 or the one-way clutch F0 is engaged, the sub-transmission portion 61 rotates as a whole with the planetary gear mechanism 63, so that the intermediate shaft 67 is connected to the transmission input shaft 44. It rotates at the same speed and becomes a low speed stage. In a state where the rotation of the sun gear 65 is stopped by engaging the brake B0, the ring gear 66 is rotated forward with the speed increased with respect to the transmission input shaft 44, and a high speed stage is established.

On the other hand, the main transmission section 62 includes three sets of planetary gear mechanisms 70, 80, and 90, and their rotating elements are connected as follows. That is, the sun gear 71 of the first planetary gear mechanism 70 and the sun gear 81 of the second planetary gear mechanism 80 are integrally connected to each other, and the ring gear 73 of the first planetary gear mechanism 70 and the carrier 82 of the second planetary gear mechanism 80 The three members of the third planetary gear mechanism 90 and the carrier 92 are connected, and the output shaft 57 is connected to the carrier 92. Further, a ring gear 83 of the second planetary gear mechanism 80 is connected to a sun gear 91 of the third planetary gear mechanism 90.

In the gear train of the main transmission section 62, a reverse gear and four forward gears can be set, and a clutch and a brake for this are provided as follows. First, regarding the clutch, the ring gear 83 of the second planetary gear mechanism 80 and the third gear
A first clutch C1 is provided between the sun gear 91 of the planetary gear mechanism 90 and the intermediate shaft 67, and the sun gear 71 of the first planetary gear mechanism 70 and the sun gear 81 of the second planetary gear mechanism 80 and the intermediate shaft are connected to each other. A second clutch C2 is provided between the second clutch C2 and the second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 71 and 8 of the first planetary gear mechanism 70 and the second planetary gear mechanism 80.
1 is arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between these sun gears 71, 81 (ie, a common sun gear shaft) and the transmission housing 10, and the first one-way clutch F1 is arranged in series. One-way clutch F1
Are engaged when the sun gears 71 and 81 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the transmission input shaft 44).

The third brake B 3, which is a multi-plate brake, is provided between the carrier 72 of the first planetary gear mechanism 70 and the transmission housing 10. And the third
A fourth brake B4, which is a multi-plate brake, and a second brake for stopping rotation of the ring gear 93 of the planetary gear mechanism 90.
A one-way clutch F2 and a transmission housing 10 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 93 is about to rotate in the reverse direction.

A turbine speed sensor 68 for detecting the speed of the clutch C0 of the sub-transmission portion 61 of the rotating members of the transmission portions 61 and 62, and an output shaft 32 of the automatic transmission 6.
And an output shaft rotation speed (vehicle speed) sensor 69 for detecting the rotation speed. A power transmission device such as a propeller shaft (not shown) is connected to the output shaft 32, and power is transmitted to the wheels 32A via the power transmission device.

In the automatic transmission 6 described above, by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. 5, five forward speeds and one reverse speed can be set. In FIG. 5, a circle indicates an engaged state, a blank indicates a released state, a double circle indicates an engaged state at the time of engine braking, and a triangle indicates that the vehicle is engaged but has no relation to power transmission.

The automatic transmission 6 can be manually operated by operating the shift lever 4C to provide, for example, a P (parking) position, an R (reverse) position, an N (neutral) position, a D (drive) position,
Position, three positions, two positions, and L position can be selected.

Here, the D position is a position for setting the first to fifth forward speeds based on the running state of the vehicle such as the vehicle speed and the accelerator opening, and the fourth position is the first to fifth speeds. Fourth speed, three positions are for setting the first speed to third speed, two positions are for setting the first speed and the second speed, and the L position is for setting the first speed. The non-drive position where at least one of the torque of the engine 1 or the motor / generator 2 cannot be transmitted to the output shaft 32 by controlling the engagement / disengagement state of the friction engagement device includes the P position and the N position. Position is included. On the other hand, the input torque is
The drive positions that can be transmitted to are: R position, D position, 4 position, 3 position, 2 position
Position and L position are included.

The 3rd position through the L position are positions for setting the engine brake range, and are configured to apply the engine brake at the highest speed position among the speed positions that can be set at each position. I have. In the automatic transmission 6, the maximum speed ratio is set at the first speed of the forward speed, and the speed ratio is changed from the second speed to the fifth speed to the higher speed side. This is a so-called stepped automatic transmission that gradually decreases in size.

The above-described devices such as the engine 1, the motor / generator 2, the automatic transmission 6, and the clutch 100 are controlled based on various detection signals indicating the state of the vehicle, preset data and control patterns. Is done. For example, as shown in FIG. 6, various signals are input to an integrated control device (ECU) 60 mainly composed of a microcomputer, and a calculation result based on the input signals is output as a control signal.

Examples of the input signal include a signal from an ABS (antilock brake system) computer, a signal from a vehicle stabilization control (VSC: trademark) computer, a signal of an engine speed NE, a signal of an engine water temperature, Signal from ignition switch, battery 10
2, an SOC (State of Charge) signal, a signal of an accelerator opening indicating an operation amount of an accelerator pedal 1A, and a throttle opening signal indicating an opening of an electronic throttle valve 1B arranged in an intake pipe of the engine 1. , Defogger on / off signal, air conditioner on / off signal, vehicle speed signal, hydraulic oil temperature signal of automatic transmission 6, shift lever 4C
From the shift position signal indicating the operation of the vehicle, the ON / OFF signal of the side brake, the ON / OFF signal of the foot brake pedal 1E, the catalyst (exhaust gas purification catalyst) temperature signal, the signal from the cam angle sensor, the sports shift signal, and the vehicle acceleration sensor. Signal from the power source braking force switch for adjusting the regenerative braking torque of the motor generator 2,
Signal from turbine speed NT sensor 68, resolver 7
And the like.

Examples of output signals include a control signal to the clutch 100, a control signal to the ignition device, a control signal to the fuel injection device, a signal to the controller 103, a signal to the starter motor 1C, and a hydraulic control. Signal to the automatic transmission (AT) solenoid of the device 39, A of the hydraulic control device 39
Signal to T line pressure control solenoid, signal to ABS actuator, signal to control motor generator 1F, engine 1 and motor generator 2
Signal to the power source indicator, driving mode to stop, and the signal to the sport mode indicator,
Signal to VSC actuator, A of hydraulic control device 39
For example, a signal to a T lock-up control valve.

When signals such as the accelerator opening, shift position, vehicle speed, and on / off of the foot brake pedal are input to the general control device 60, the engine output corresponding to these signals and the output of the motor generator 2 are output. Is calculated, and a control signal is output from the integrated control device 60 to control the driving force of the vehicle. For example, a driving force request is calculated based on a map using the accelerator opening and the vehicle speed as parameters, and a driving mode in which all of the driving force request is generated by the engine 1 and a driving force request such as during acceleration. Is generated by the engine 1 and the shortfall is compensated for by the power of the motor / generator 2, and in the state where the engine efficiency is low such as when starting, the entire driving force request is transmitted to the motor / generator 2
It is possible to select the driving mode to be generated. The driving / stopping of the engine 1 or the motor / generator 2 due to the change of these driving modes is as follows.
This can be performed based on conditions other than the signal of the ignition switch.

In the general control unit 60, a deceleration request for the vehicle is calculated based on the signal of the foot brake pedal 1E, the vehicle speed, etc., and the hydraulic brake device (not shown) bears the deceleration request in response to the deceleration request. The required braking force and the braking force (regenerative braking torque) to be borne by the motor generator 2 are calculated. When any of the drive modes is selected as described above, or when regenerative braking is performed by the motor / generator 2, the clutch 100 is controlled, for example, as follows. First, when transmitting at least the power of the engine 1 to the wheels 32A, the clutch 100 is engaged. When transmitting only the power of the motor / generator 2 to the wheels 32A, engagement / disengagement of the clutch 100 can be arbitrarily selected. When regenerative braking is performed by transmitting the kinetic energy of the wheels 32A to the motor / generator 2 during deceleration, the clutch 10
Zero engagement / disengagement can be arbitrarily selected.

Further, the integrated control device 60 stores a shift diagram (map) for controlling the shift speed of the automatic transmission 6. In this shift diagram, the vehicle speed and the throttle opening are set as parameters. Further, a lock-up clutch control map for controlling engagement / disengagement of the lock-up clutch 49 is stored in the general control device 60. This lockup clutch control map is set with the vehicle speed and the throttle opening as parameters. Here, the correspondence between the configuration of the embodiment and the configuration of the present invention will be described. That is, the motor generator 2 corresponds to the electric motor of the present invention, and the automatic transmission 6 corresponds to the transmission of the present invention.

FIG. 1 is a flowchart for explaining a control example of a hybrid vehicle having the above hardware configuration. First, input signal processing such as data reading is performed (step 201), and then it is determined whether a condition for switching the stopped engine 1 to the operating state is satisfied (step 202). The condition of step 202 is determined based on a map using the vehicle speed and the accelerator opening as parameters. For example, the motor generator 2 is stopped from a state where the motor generator 2 is driven and the engine is stopped. The engine 1 is started alone, and the engine 1 is started alone from a state in which the motor generator 2 and the engine 1 are stopped.

If a negative determination is made in step 202, the process returns. If an affirmative determination is made in step 202, the process returns.
The non-driving position by the shift lever 4C, that is, N
It is determined whether the position or the P position has been selected (step 203). For example, if the D position is selected and a negative determination is made in step 203, it is determined whether or not the vehicle speed is zero, that is, whether or not the vehicle is stopped (step 204). When an affirmative determination is made in step 204, it is determined whether or not the accelerator is off (step 205).

If the determination in step 205 is affirmative,
Since the driver does not intend to start the vehicle, a large driving force is not required. Accordingly, the hydraulic control device 39 is set so that a speed other than the first speed that achieves the maximum speed ratio, for example, a third speed, a fourth speed, or a fifth speed, is set as the speed of the automatic transmission 6 for a predetermined time. Then, a signal is output (step 206). Here, the predetermined time is about one second,
This corresponds to the time from when the engine speed is zero to when the engine 1 starts and reaches a predetermined speed. In this embodiment, since the electric oil pump 1D is provided, it is possible to engage the friction engagement device of the automatic transmission 6 and set the above-mentioned shift speed before the engine 1 starts. is there. Thereafter, a command to start the engine 1 by the power of the motor generator 2 or the starter motor 1C is output (step 207), and the process returns.

If a negative determination is made in step 205, it means that the driver intends to start the vehicle. Therefore, a signal is output to the hydraulic control device 39 so that the starting performance of the vehicle is prioritized and the gear position of the automatic transmission 6 is set to the first speed (step 208). Then, the motor generator 2 or the starter motor 1C
, A command to start the engine 1 is output (step 209), and the process returns.

On the other hand, if a negative determination is made in step 204, the gear position of the automatic transmission 6 is controlled based on the above-mentioned shift diagram (step 210), and the routine proceeds to step 209. If a negative determination is made in step 203, a signal for controlling the gear position of the automatic transmission 6 is output based on the shift diagram (step 211). Next, a command to start the engine 1 by the motor generator 2 or the starter motor 1C is output (step 212), and the process returns. Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described.
That is, steps 202 and 209 correspond to the speed ratio control means of the present invention.

FIG. 7 is an example of a time chart corresponding to the flowchart of FIG. First, in a state where the start command of the engine 1 is turned off, the engine speed is controlled to zero, and a positive torque is output from the motor generator 2, the automatic transmission 6 is controlled based on the shift diagram. The shift speed is set to the first speed, and the lock-up clutch 49 is turned on (engaged) based on the lock-up clutch control map.

Next, when the condition for stopping the motor generator 2 and starting the engine 1 is satisfied at time t1, the gear position of the automatic transmission 6 is forcibly changed from the first speed to the fourth speed. Thereafter, at time t2, the start command of the engine 1 is turned on, and the engine speed gradually increases. At the same time, motor generator 2
, The engagement pressure of the lock-up clutch 49 gradually decreases.

At time t3, the lock-up clutch 49 is turned off (completely released), and at time t3
At 4, the engine speed reaches a predetermined value, and the torque of the motor generator 2 is controlled to zero.
After time t4, the engine speed is controlled to be substantially constant. Further, when a predetermined time TPR4 has elapsed from time t1, that is, at time t5, the automatic transmission 6 has been changed from fourth speed to first speed based on the shift diagram.

As described above, according to the control examples of FIGS. 1 and 7, the operation of the shift lever 4C causes the automatic transmission 6 to operate.
When the drive position is selected and the vehicle is stopped and the engine 1 is started with the accelerator off, when the gear position of the automatic transmission 6 is smaller than the first gear ratio which is the maximum gear ratio. , For example, the fourth speed. Therefore, when the fluctuation of the torque output from the automatic transmission 6 with the start of the engine 1 is transmitted to the wheels 32A, the amplification of the torque is suppressed and the shock can be avoided. The present invention can be applied to a hybrid vehicle equipped with a known continuously variable transmission (CVT).

[0045]

As described above, according to the first aspect of the present invention,
When the drive position of the transmission is selected and the engine is started with the vehicle stopped, the transmission gear ratio is set to a gear ratio smaller than the maximum gear ratio.
Therefore, when the fluctuation of the torque output from the transmission is transmitted to the wheels when the engine is started, amplification of the torque is suppressed and a shock can be avoided.

According to the second aspect of the invention, the same effects as those of the first aspect can be obtained, and when the driver performs a start operation, the speed ratio of the transmission is controlled to the maximum speed ratio. . Therefore, torque suitable for the driver's intention is generated, and drivability is improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one control example of the present invention.

FIG. 2 is a block diagram showing in principle the configuration of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a block diagram showing a configuration of a power train from an engine shown in FIG. 2 to a torque converter.

FIG. 4 is a skeleton diagram showing a gear train of the automatic transmission according to an example of the present invention.

FIG. 5 is a table showing engagement and disengagement of a clutch and a brake for setting each shift speed of the automatic transmission of FIG. 4;

FIG. 6 is a diagram showing input / output signals in an integrated control device according to an example of the present invention.

FIG. 7 is an example of a time chart corresponding to the flowchart of FIG. 1;

[Explanation of symbols]

1 ... engine, 2 ... motor generator, 4C ...
Shift lever, 6: automatic transmission, 60: comprehensive control device.

Claims (2)

[Claims] 1. An engine and an electric motor capable of transmitting torque to a wheel, and a drive position disposed between the engine and the electric motor and the wheel for transmitting the torque to the wheel can be selected. A hybrid vehicle control device capable of changing the engine from a stopped state to an operating state when the driving position is selected, wherein the driving position is selected, and A control device for a hybrid vehicle, further comprising a speed ratio control unit that sets a speed ratio of the transmission to be smaller than a maximum speed ratio when the engine is started while the vehicle is stopped. 2. The speed ratio control means includes a function of selecting a maximum speed ratio as a speed ratio of the speed ratio when a start operation is performed by a driver. The hybrid vehicle control device according to claim 1.