JP2000186585A - Control apparatus for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus for a hybrid vehicle capable of obtaining torque depending on every request, when both an acceleration request and a braking request are occurred at vehicle start, in a hybrid car having an engine and an electric motor. SOLUTION: In a control apparatus for a hybrid car, a control is conducted so that at least one of an engine and a motor generator is driven and the torque is transmitted to wheels based on a predetermined condition. The control apparatus comprises engine control means, for starting the engine when an accelerator pedal is depressed and a foot brake pedal is fully depressed in a state where a vehicle is stopped and the engine is also stopped (Steps 202 to 208).

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.

[0002]

2. Description of the Related Art In recent years, a control device for automatically and temporarily stopping an engine based on predetermined conditions has been proposed for the purpose of improving fuel efficiency. Examples of such a control device are disclosed in Japanese Patent Application Laid-Open Nos. 8-193,531 and 9-310629.
No., published in Japanese Unexamined Patent Publication No. Japanese Patent Application Laid-Open No. 8-193,531 discloses a hybrid vehicle having an engine, a generator motor, and a transmission. In this publication, in a state where the vehicle is stopped and the engine is stopped, when the accelerator opening changes due to depression of an accelerator pedal, it should be given to wheels according to the rate of change of the accelerator opening. Control for starting the engine is performed after calculating the torque and determining a throttle opening command value in order to prevent a sudden increase in output torque immediately after the engine is started.

On the other hand, a control device described in Japanese Patent Application Laid-Open No. 9-310629 relates to a system for temporarily stopping and starting an engine of a vehicle equipped with an automatic transmission with a fluid clutch such as a torque converter. . In this publication, when the vehicle is stopped and the engine is stopped, the door for getting on and off is closed, the accelerator pedal is released, and when the brake pedal is depressed, the engine starts and the automatic It is said that the hydraulic pressure of the transmission rises and the vehicle can be started.

[0004]

SUMMARY OF THE INVENTION Incidentally, Japanese Patent Application Laid-Open No.
When a hybrid vehicle as described in Japanese Patent No. 193531 is stopped on a slope and starts uphill on a state where the engine is stopped, an accelerator pedal and a foot brake pedal are depressed to request acceleration and braking. May occur at the same time. In such a case,
It is considered that a relatively large torque is required in order to facilitate climbing a hill while suppressing backward movement of the vehicle.

[0005] However, in the control device disclosed in the above publication, no consideration is given to the case where the acceleration request and the braking request are simultaneously generated, and under the above-mentioned conditions, the startability may be reduced.

Also, Japanese Patent Application Laid-Open No. 9-310629 does not consider the case where both an acceleration request and a braking request occur, and does not describe a power source other than an engine. Was difficult to apply as it was, and as a result, the above problem could not be solved.

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, when both an acceleration request and a braking request are generated when the vehicle starts, a torque corresponding to each request is obtained. It is an object of the present invention to provide a control device for a hybrid vehicle that can perform the control.

[0008]

In order to achieve the above object, according to the first aspect of the present invention, at least one of an engine and an electric motor is driven based on predetermined conditions to transmit the torque to wheels. In the control device of the hybrid vehicle in which the control is performed, the vehicle stops, and
An engine control means for starting the engine when the accelerator is operated by the driver and the braking device is operated by the driver while the engine is stopped. Things. Here, the predetermined condition includes a running load of the vehicle, that is, a vehicle speed and a throttle opening (or an accelerator opening).

According to the first aspect of the present invention, the vehicle stops,
When an acceleration request and a braking request are issued while the engine is stopped, the engine is started. For example, when the vehicle starts moving uphill from a state where the vehicle stops on a slope, an acceleration request for climbing and a braking request for suppressing downhill are generated at the same time, but it is necessary to output higher torque than the electric motor. By starting an engine having the possible characteristics, a torque corresponding to the two requirements is obtained.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, after the engine is started, the engine control means controls the engine even if the acceleration request is reduced by operating the accelerator. It is characterized by including a function that does not stop.

According to the second aspect of the invention, in addition to the same effect as the first aspect, after the engine is started once,
When the increase in the acceleration request and the decrease in the acceleration request are alternately repeated by the operation of the accelerator, the stop of the engine is prohibited.

[0012]

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, and has a function as a motor capable of converting electric energy into kinetic energy such as rotational motion and outputting the kinetic energy, and an electric motor for converting kinetic energy into 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 constituted by electrically connecting, for example, six power transistors. By switching on and off these power transistors, the three-phase bridge circuit connects between the motor generator 2 and the battery 102. Switch the direction of the current. 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 includes 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, the 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. In this embodiment, a motor generator 1F is provided in addition to the motor generator 2, and an electric oil pump 1D driven by the motor generator 1F is provided. The hydraulic pressure generated by the electric oil pump 1D can be supplied to the hydraulic circuit of the hydraulic control device 39.

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. The ring gear 66, which is an output element of the sub transmission unit 61,
It is connected to an intermediate shaft 67 which is an input element of the second.

Therefore, in the sub-transmission portion 61, since the entire planetary gear mechanism 63 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 in the engaged state, 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 clutches and brakes 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.

The turbine speed sensor 68 for detecting the rotation speed of the clutch C0 of the subtransmission portion 61 among the rotating members of the transmission portions 61 and 62, and the 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, five forward speeds and one reverse speed can be set by engaging and disengaging each clutch and brake as shown in the operation chart of FIG. 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 manual operation of the shift lever 4C allows the automatic transmission 6 to operate, for example, at 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 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, data set in advance, 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.

The input signal includes a signal from an ABS (antilock brake system) computer, a signal from a vehicle stabilization control (VSC: trademark) computer,
The signal of the engine speed NE, the signal of the engine water temperature, the signal from the ignition switch, the SO of the battery 102
C, a signal of an accelerator opening indicating an operation amount of an accelerator pedal 1A, a throttle opening signal indicating an opening of a throttle valve 1B arranged in an intake pipe of the engine 1, an on / off signal of a defogger, an air conditioner , An on / off signal, a vehicle speed signal, and a signal of the operating oil temperature of the automatic transmission 6.

The input signals include a shift position signal indicating the operation of the shift lever 4C, an on / off signal of the side brake, an on / off signal of the foot brake pedal 1E or the side brake 1G, and a catalyst (exhaust gas purification catalyst) temperature. Signal, a signal from a cam angle sensor, a sports shift signal, a signal from a vehicle acceleration sensor, a signal from a power source braking force switch for adjusting the regenerative braking torque of the motor generator 2, a signal from a turbine speed NT sensor 68 A signal, a signal of the resolver 7, and the like are exemplified.

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.

In the hybrid vehicle having the above hardware configuration, the throttle opening (or accelerator opening),
When signals such as the shift position, the vehicle speed, and the on / off state of the foot brake pedal 1E are input to the general control device 60, a driving force request is calculated based on these signals, and the driving force of the vehicle is calculated based on the calculation result. Is controlled. FIG.
Has the throttle opening and vehicle speed as parameters,
An example of a map in which a driving region of the engine 1 and a driving region of the motor generator 2 are set is shown. In other words, the motor / generator 2 is set to be driven independently in a relatively light load region such as when starting, and the engine 1 is set to be driven alone in a region where engine efficiency is good. .

Also, while the engine 1 is driven independently,
It is also possible to assist a part of the torque corresponding to the driving force request by the power of the motor generator 2. Further, when the SOC of the battery 102 that supplies power to the motor / generator 2 becomes equal to or lower than a predetermined value, the mode for driving the engine 1 is selected regardless of the map shown in FIG.

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 accelerator pedal 1
A corresponds to the accelerator of the present invention, and the foot brake pedal 1E or the side brake 1G corresponds to the brake of the present invention.

FIG. 1 is a flow chart for explaining a control example of a hybrid vehicle having the above hardware configuration. First, input signal processing such as data reading (step 201) is performed, and then it is determined whether or not the engine 1 is stopped regardless of the operation of the ignition switch (step 202). Here, as a specific example when the engine is stopped, the motor / generator 2
Is driven and the engine is stopped, and when 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). If an affirmative determination is made in step 204, it is determined whether a braking request has occurred (step 205). If the foot brake pedal 1E or the side brake 1G is on, an affirmative determination is made in step 205, and it is determined whether an acceleration request has been issued (step 206).

If the accelerator pedal 1A is turned on, an affirmative determination is made in step 206, and the engine 1 is forcibly started by the starter motor 1C regardless of the map shown in FIG. 7 (step 207). When the engine 1 is started in this manner, thereafter, the engine 1 is operated by operating the accelerator pedal 1A until a predetermined condition is satisfied.
Is prohibited (step 208). Is returned.

That is, after the engine 1 is started under the control of steps 205 and 207, the accelerator pedal 1A is alternately turned on and off depending on the driver's preference and road conditions while the vehicle is stopped. It may be repeated. In such a case, if the stop / drive of the engine 1 is repeated each time the on / off switching of the accelerator pedal 1A is performed, the driver may feel uncomfortable. Therefore, once the engine is started via steps 205 and 206, the continuity of the driver's intention is given priority, and the stop of the engine 1 is prohibited, so that the above-mentioned uncomfortable feeling can be avoided.

If the predetermined condition is satisfied after the control in step 208 is performed, the drive / stop control of the engine 1 and the motor / generator 2 returns to the contents based on the map shown in FIG. The predetermined conditions include:
The case where the engine 1 is started and the vehicle starts, and the vehicle speed becomes equal to or higher than a predetermined vehicle speed set in advance in the general control device 60, or the case where the shift position is switched by operating the shift lever 4C is included.

On the other hand, if a negative determination is made in step 205 or a negative determination is made in step 206, the engine 1 and the motor
Controls driving / stopping of the generator 2 (step 20).
9), is returned. Also, when a negative determination is made in step 203 or when a negative determination is made in step 204, the driving / stop of the engine 1 and the motor / generator 2 is controlled by the map shown in FIG. 7 (step 2).
10), is returned. 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 208 correspond to the engine control means of the present invention.

FIG. 8 is an example of a time chart corresponding to the flowchart of FIG. First, accelerator pedal 1
When A is off and the foot brake pedal 1E is on, the engine start command is off and the engine speed is controlled to zero. On the other hand, the motor generator 2 is driven, and the positive torque is controlled to be substantially constant.

At time t1, when the accelerator pedal 1A is depressed while the foot brake pedal 1E is kept on, it is determined that the driving of the motor / generator 2 is stopped and the engine 1 is started. It holds. Next, at time t2, the start command of the engine 1 is turned on, the engine speed gradually increases, and the torque of the motor generator 2 gradually decreases. Thereafter, at time t3, the torque of motor generator 2 is controlled to zero, and after time t3, the engine speed is controlled to be substantially constant.

As described above, according to the control examples shown in FIGS. 1 and 8, when the vehicle is stopped and the engine 1 is stopped, the accelerator pedal 1A is depressed and the foot brake pedal 1E is depressed. Is depressed, the engine 1 is started. For example, when the vehicle starts on an uphill from a state where the vehicle is stopped on an uphill, a request for acceleration for uphill is provided,
Although a braking request for suppressing a descending slope is generated at the same time, the engine 1 having a characteristic capable of outputting a higher torque than the motor generator 2 is started to suppress the descending slope, and The torque required for climbing a slope can be obtained, and the starting performance of the vehicle is improved. Also, the charge amount SOC of the battery 102 that supplies power to the motor / generator 2
Is lower than a predetermined value, and it is difficult to output a sufficient torque by the motor / generator 2,
Startability can be improved.

[0048]

As described above, according to the first aspect of the present invention,
With the vehicle stopped and the engine stopped,
When an acceleration request and a braking request are generated, the engine is started. For example, when the vehicle starts from a state of stopping on an uphill road, an acceleration request for climbing up and a braking request for suppressing downhilling occur at the same time, but it is possible to output higher torque than the electric motor. By starting the engine having such characteristics, it is possible to suppress a descending slope and obtain a torque required for climbing a slope, thereby improving the startability of the vehicle.

According to the second aspect of the present invention, the same effects as those of the first aspect can be obtained. In addition, after the engine is started, an increase in the demand for acceleration due to the operation of the acceleration device can be made depending on the driver's preference and road conditions. By prohibiting the stop of the engine when the decrease of the acceleration request is alternately repeated, frequent repetition of the stop and return of the engine can be suppressed, and a sense of discomfort can be avoided.

[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 a map showing an example of a drive / stop region of an engine and a motor / generator in the hybrid vehicle of FIG. 2;

FIG. 8 is an example of a time chart corresponding to the flowchart of FIG. 1;

[Explanation of symbols]

1 ... engine, 2 ... motor generator, 1A ...
Accelerator pedal, 1E ... foot brake pedal, 1
G: side brake, 60: general control unit.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/06 301 F-term (Reference) 3G093 AA05 AA07 AA16 AB01 BA21 DA05 DA06 DA12 DB01 DB05 DB11 DB12 DB15 DB19 DB25 EC02 FA10 3G301 HA02 HA22 HA26 JA00 KA28 NC02 PA11Z PE08Z PF01Z PF03Z PF13Z PF16Z PG01Z 5H115 PG04 PI16 PI29 PU10 PU22 PU25 PV09 PV23 QI04 QN02 RB08 RE01 RE02 SE04 SE05 SE08 TB01 TE02 TE03 TO07 TO01 TO02 TO02

Claims (2)

[Claims] 1. A control device for a hybrid vehicle in which control is performed to drive at least one of an engine and an electric motor and transmit the torque to wheels based on predetermined conditions, wherein the vehicle stops and the engine stops. A hybrid vehicle, comprising: an engine control unit that starts the engine when the accelerator is operated by the driver and the braking device is operated by the driver in a state where the vehicle is running. apparatus. 2. The system according to claim 1, wherein said engine control means includes a function of not stopping the engine even when the acceleration request is reduced by operating the accelerator after the engine is started. Item 2. The control device for a hybrid vehicle according to item 1.