JP2005207491A - Control device of hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control a motor-driven oil pump mounted on a hybrid car without increasing the energy loss and without impairing the responsiveness of a transmission. <P>SOLUTION: A control device of the hybrid car equipped with the motor-driven oil pump to generate an oil pressure to be fed to the transmission is furnished with an operating condition changing means to change the operating condition of the oil pump while a specified torque is emitted from a second power source when the predetermined conditions are met (Steps S1, S3, S4), a behavior change sensing means to sense the behavior change of the transmission associated with a change in the operating condition of of the oil pump (Step S5), a learning means to learn the relationship between the operating condition of the oil pump when a change in behavior is sensed and the output torque of the second power source (Step S6), and a reflecting means to reflect the result from learning on the operation control of the oil pump (Step S8). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for a hybrid vehicle having a plurality of power sources, and more particularly to a control device that controls an oil pump that supplies hydraulic pressure.

  An example of a hybrid vehicle equipped with a so-called mechanical distribution type driving device is described in Patent Document 1. To briefly explain the configuration, engine torque is input to the carrier of the single pinion type planetary gear mechanism constituting the distribution mechanism, the first motor / generator is connected to the sun gear, and the counter gear is connected to the ring gear. Output members such as are connected. A second motor / generator is connected to the output member or ring gear via a transmission. The transmission is configured to be switched between a direct connection stage that rotates as a whole and a low speed stage in which the output rotation speed is lower than the input rotation speed, and an engagement mechanism that operates these shift stages by hydraulic pressure. Is set by appropriately operating.

In this type of hybrid vehicle, not only the engine and the first motor / generator can run, but also the torque output from the second motor / generator runs as the assist torque, or the second motor The vehicle can be driven only by the output torque of the generator.
JP 2002-225578 A

  In the above hybrid vehicle, in order to ensure the hydraulic pressure when the engine is stopped, in addition to the hydraulic pump driven by the engine, an electric hydraulic pump that can generate hydraulic pressure even when the engine is stopped It is conceivable to further provide According to this, it is possible to start with the power of the second motor / generator, and in this case, the transmission needs to have a torque capacity capable of sufficiently transmitting the torque for starting. When starting with the second motor / generator, since the engine is stopped, the hydraulic pressure required for the transmission must be generated by the electric hydraulic pump. If a high hydraulic pressure is generated by increasing the number, an unnecessarily high hydraulic pressure is supplied to a friction engagement device such as a clutch or a brake that is not transmitting torque. There is a possibility that power (energy) loss accompanying excessive driving of the power source increases.

  On the other hand, in a stop state before starting with the second motor / generator, it is conceivable to reduce the electric power consumption by reducing the rotational speed of the electric hydraulic pump. However, since the hydraulic responsiveness for generating hydraulic pressure by the electric hydraulic pump is inferior to the control responsiveness for starting the second motor / generator, the electric hydraulic pump is used when starting using the second motor / generator. Since the vehicle will start after the hydraulic pressure rises, the start response may be impaired.

  The present invention has been made paying attention to the above technical problem, and is a hybrid vehicle control device capable of achieving both responsiveness and reduction in power consumption when operating a transmission by hydraulic pressure by an electric oil pump. Is intended to provide.

  In order to achieve the above object, the present invention is characterized in that the electric oil pump is driven so as to generate a necessary and sufficient hydraulic pressure for the transmission in the standby state. More specifically, the second power source is connected to the output shaft to which power is transmitted from the first power source via a transmission whose torque capacity changes according to the hydraulic pressure, and is supplied to the transmission. A control device for a hybrid vehicle including an electric oil pump that generates hydraulic pressure to change the operating state of the electric oil pump while outputting a predetermined torque from a second power source when a predetermined condition is satisfied An operating state changing means, a behavior change detecting means for detecting a behavior change of the transmission accompanying a change in the operating state of the electric oil pump, and an operating state of the electric oil pump when the behavior change is detected; Learning means for learning the relationship between the output torque of the second power source and the relationship between the operating state of the electric oil pump learned by the learning means and the output torque of the second power source. It and a reflecting unit for reflecting the rolling control is a control apparatus according to claim.

  According to a second aspect of the invention, the predetermined condition in the first aspect of the invention is a state in which the hybrid vehicle is stopped without generating a driving torque, and the operating state changing means is the electric oil. The control apparatus includes means for reducing the number of revolutions of the pump, and the behavior change detecting means further includes means for detecting slippage of a torque transmitting member in the transmission.

  According to the first aspect of the present invention, when the predetermined condition is satisfied, the operation state of the electric oil pump is changed while the predetermined power is output by the second power source, and the operation change of the electric oil pump is changed. As a result, the relationship between the operating state of the electric oil pump and the output torque of the second power source is learned. The learning result is reflected in the operation control of the electric oil pump. For this reason, the hydraulic pressure generated by the electric oil pump that sets the torque capacity of the transmission is optimized with respect to the torque input from the second power source to the transmission. It is possible to avoid or prevent a reduction in the response of the transmission due to the shortage of the transmission.

  In the invention of claim 2, the rotational speed of the electric oil pump is reduced in a state where the hybrid vehicle is stopped without generating drive torque, and slipping of the torque transmission member in the transmission at that time is detected. Then, the relationship between the output torque of the second power source and the hydraulic pressure generated by the electric oil pump when the slip is detected is learned. As a result, as in the first aspect of the invention, the hydraulic pressure generated by the electric oil pump that sets the torque capacity of the transmission is optimized with respect to the torque input from the second power source to the transmission, and is unnecessary. It is possible to avoid or prevent power loss caused by increasing the hydraulic pressure or reduction in response of the transmission due to insufficient hydraulic pressure.

  Next, the present invention will be described based on specific examples. First, the hybrid drive apparatus targeted by the present invention will be described. The hybrid drive apparatus targeted by the present invention is mounted on a vehicle as an example, and as shown in FIG. The torque of the first power source 1 is transmitted to the output member 2, and the torque is transmitted from the output member 2 to the drive wheels 4 through the differential 3. On the other hand, an assist power source (that is, a second power source) 5 capable of power running control for outputting driving force for traveling or regenerative control for recovering energy is provided. It is connected to the output member 2 via. Therefore, the torque transmitted between the assist power source 5 and the output member 2 is increased or decreased according to the speed ratio set by the transmission 6.

  The transmission 6 can be configured such that the speed ratio to be set is “1” or more. With this configuration, the assist power source 5 can be used when the assist power source 5 outputs torque. Since the torque output in step 1 can be increased and transmitted to the output member 2, the assist power source 5 can be reduced in capacity or size. However, since it is preferable to maintain the driving efficiency of the assist power source 5 in a good state, for example, when the rotation speed of the output member 2 increases according to the vehicle speed, the gear ratio is decreased to reduce the assist power source 5 Reduce the speed. Moreover, when the rotation speed of the output member 2 falls, a gear ratio may be increased.

  The hybrid drive apparatus will be described more specifically. As shown in FIG. 4, the main power source 1 includes an internal combustion engine (hereinafter referred to as an engine) 10 and a motor / generator (hereinafter referred to as a first motor / generator). 11) and a planetary gear mechanism 12 for synthesizing or distributing torque between the engine 10 and the first motor / generator 11. The engine 10 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and electrically operates the operating state such as the throttle opening (intake amount), fuel supply amount, and ignition timing. It is configured so that it can be controlled. The control is performed by, for example, an electronic control unit (E-ECU) 13 mainly composed of a microcomputer.

  The first motor / generator 11 is a permanent magnet type synchronous motor as an example, and is configured to generate a function as a motor and a function as a generator, and a power storage device 15 such as a battery via an inverter 14. It is connected to the. By controlling the inverter 14, the output torque or regenerative torque of the first motor / generator 11 is set appropriately. In order to perform the control, an electronic control unit (MG1-ECU) 16 mainly including a microcomputer is provided. The stator (not shown) of the first motor / generator 11 is fixed and does not rotate.

  Further, the planetary gear mechanism 12 meshes with a sun gear 17 that is an external gear, a ring gear 18 that is an internal gear arranged concentrically with the sun gear 17, and the sun gear 17 and the ring gear 18. This is a known gear mechanism that generates a differential action using the carrier 19 that holds the pinion gear so as to rotate and revolve freely as three rotating elements. An output shaft of the engine 10 is connected to a carrier 19 as a first rotating element via a damper 20. In other words, the carrier 19 is an input element.

  On the other hand, a rotor (not shown) of the first motor / generator 11 is connected to the sun gear 17 as the second rotating element. Therefore, the sun gear 17 is a so-called reaction force element, and the ring gear 18 that is the third rotation element is an output element. The ring gear 18 is connected to the output member (that is, the output shaft) 2.

  On the other hand, the transmission 6 is configured by a set of Ravigneaux type planetary gear mechanisms in the example shown in FIG. That is, a first sun gear (S1) 21 and a second sun gear (S2) 22 that are external gears are provided, and the first pinion 23 meshes with the first sun gear 21 and the first pinion. 23 meshes with the second pinion 24, and the second pinion 24 meshes with the ring gear (R) 25 arranged concentrically with the sun gears 21 and 22. Each of the pinions 23 and 24 is held by a carrier (C) 26 so as to rotate and revolve. Further, the second sun gear 22 is engaged with the second pinion 24. Therefore, the first sun gear 21 and the ring gear 25 constitute a mechanism corresponding to a double pinion type planetary gear mechanism together with the pinions 23 and 24, and the second sun gear 22 and the ring gear 25 together with the second pinion 24 are a single pinion. A mechanism corresponding to the type planetary gear mechanism is configured.

  A first brake B1 that selectively fixes the first sun gear 21 and a second brake B2 that selectively fixes the ring gear 25 are provided. These brakes B1 and B2 are so-called friction engagement devices that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes B1 and B2 are comprised so that the torque capacity may change continuously according to the engaging force by oil_pressure | hydraulic. Further, the assist power source 5 is connected to the second sun gear 22, and the carrier 26 is connected to the output shaft 2. Further, a parking gear 37 for fixing the output shaft 2 and maintaining the vehicle in a parking state is attached to the output shaft 2 and meshes with the parking gear 37 when a parking position is selected by a shift device (not shown). A parking lock pole 38 for stopping the rotation is provided.

  Therefore, in the transmission 6 described above, the second sun gear 22 is a so-called input element, and the carrier 26 is an output element. By engaging the first brake B1, the speed ratio is higher than “1”. A stage is set, and the second brake B2 is engaged instead of the first brake B1, so that a low speed stage having a higher gear ratio than the high speed stage is set. The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. An electronic control unit (T-ECU) 27 mainly composed of a microcomputer for performing the control is provided.

  In the example shown in FIG. 4, a power generator that outputs torque and a regenerative motor generator that collects energy (hereinafter, referred to as a second motor generator or MG2) are adopted as the assist power source 5. Yes. The second motor / generator 5 is, for example, a permanent magnet type synchronous motor, and its rotor (not shown) is connected to the second sun gear 22. Further, the second motor / generator 5 is connected to a battery 29 via an inverter 28. The inverter 28 is controlled by an electronic control unit (MG2-ECU) 30 mainly composed of a microcomputer, so that power running and regeneration and torque in each case are controlled. The battery 29 and the electronic control unit 30 can be integrated with the inverter 14 and the battery (power storage device) 15 for the first motor / generator 11 described above. The stator (not shown) of the second motor / generator 5 is fixed and does not rotate.

  A collinear diagram of the single pinion type planetary gear mechanism 12 as the torque synthesizing and distributing mechanism described above is as shown in FIG. 6A, and the torque output from the engine 10 input to the carrier (C) 19 On the other hand, when reaction torque generated by the first motor / generator 11 is input to the sun gear (S) 17, torque having a magnitude obtained by adding or subtracting these torques appears in the ring gear (R) 18 serving as an output element. In this case, the rotor of the first motor / generator 11 is rotated by the torque, and the first motor / generator 11 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear 18 is constant, the rotation speed of the engine 10 is continuously (steplessly) changed by changing the rotation speed of the first motor / generator 11 to be larger or smaller. Can be made. That is, the control for setting the rotational speed of the engine 10 to, for example, the rotational speed with the best fuel efficiency can be performed by controlling the first motor / generator 11.

  Further, as indicated by the alternate long and short dash line in FIG. 6A, if the engine 10 is stopped during traveling, the first motor / generator 11 is rotating in the reverse direction. When the motor is functioned as an electric motor to output torque in the forward rotation direction, the torque in the direction of rotating the engine 10 connected to the carrier 19 acts on the engine 10, so the first motor / generator 11 starts the engine 10. (Motoring or cranking). In that case, torque in a direction to stop the rotation acts on the output shaft 2. Therefore, the driving torque for running can be maintained by controlling the torque output from the second motor / generator 5, and at the same time, the engine 10 can be started smoothly. This type of hybrid type is called a mechanical distribution type or a split type.

  A collinear diagram for the Ravigneaux planetary gear mechanism constituting the transmission 6 is as shown in FIG. That is, if the ring gear 25 is fixed by the second brake B2, the low speed stage L is set, and the torque output from the second motor / generator 5 is amplified according to the gear ratio and applied to the output shaft 2. On the other hand, if the first sun gear 21 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor / generator 5 is increased according to the gear ratio and applied to the output shaft 2.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 2 is a torque obtained by increasing the output torque of the second motor / generator 5 in accordance with the gear ratio. However, in the shift transition state, the torque is influenced by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 2 is a positive torque when the second motor / generator 5 is driven, and a negative torque when the second motor / generator 5 is driven.

  A hydraulic control device 31 is provided for supplying and discharging hydraulic pressure to the brakes B1 and B2 and controlling engagement / release. As shown in FIG. 5, the hydraulic control device 31 adjusts the hydraulic pressure generated by the mechanical oil pump 32, the electric oil pump 33, and the oil pumps 32 and 33 to the line pressure, and the line pressure is adjusted. And a hydraulic circuit 34 that supplies and discharges the hydraulic pressure adjusted as the original pressure to the brakes B1 and B2 and supplies oil for lubrication to appropriate locations. The mechanical oil pump 32 is a pump that is driven by the engine 10 to generate hydraulic pressure, and is disposed coaxially on the output side of the damper 20, for example, and receives torque from the engine 10 to operate. Yes. On the other hand, the electric oil pump 33 is a pump driven by a motor (not shown), and is attached to an appropriate location such as the outside of a casing (not shown), and draws electric power from a power storage device such as a battery. It operates in response to the hydraulic pressure.

  The hydraulic circuit 34 includes a plurality of solenoid valves, switching valves, or pressure regulating valves (each not shown), and is configured to be able to electrically control pressure regulation and hydraulic pressure supply / discharge. On the discharge side of the oil pumps 33 and 34, check valves 35 and 36 that are opened by the discharge pressure of the oil pumps 33 and 34 and are closed in the opposite direction are provided. On the other hand, these oil pumps 35 and 36 are connected in parallel to each other. In addition, a valve (not shown) that regulates the line pressure increases the discharge amount to increase the line pressure, and conversely controls the line pressure to reduce the discharge amount to lower the line pressure. Is configured to do.

  The hybrid drive device described above includes two power sources, ie, the main power source 1 and the assist power source 5, so that these are effectively used to perform an operation with low fuel consumption and a small amount of exhaust gas. Even when the engine 10 is driven, the rotation speed of the engine 10 is controlled by the first motor / generator 11 so as to achieve optimum fuel consumption. Further, the inertia energy of the vehicle is regenerated as electric power during the coast. When driving the second motor / generator 5 for torque assist, when the vehicle speed is low, the transmission 6 is set to the low speed stage L to increase the torque applied to the output shaft 2 and when the vehicle speed is increased. The transmission 6 is set to the high speed stage H to relatively reduce the rotational speed of the second motor / generator 5 to reduce the loss, and efficient torque assist is executed.

  The hybrid vehicle described above can be driven by the power of the engine 10, travel using the engine 10 and the second motor / generator 5, and travel using only the second motor / generator 5. The travel mode is determined and selected based on the required driving amount such as the accelerator opening, the vehicle speed, and the like. For example, when the amount of charge of the battery is sufficient and the required drive amount is relatively small, or when quiet start is manually selected, the vehicle travels like an electric vehicle using the second motor / generator 5 ( Hereinafter, the mode of “EV traveling” is selected, and the engine 10 is stopped. The engine 10 is started when the requested amount of driving increases, such as when the accelerator pedal is greatly depressed from that state, or when the battery charge level decreases, or when the vehicle is manually switched from quiet start to normal driving. The mode is switched to traveling using the engine 10 (hereinafter referred to as E / G traveling temporarily).

  In the above example, the engine 10 is started by causing the first motor / generator 11 to function as a motor and transmitting the torque to the engine 10 via the planetary gear mechanism 12 for motoring (cranking). It is. In this case, as shown in FIG. 10, when the first motor / generator 11 applies torque to the sun gear 17 in the direction in which the sun gear 17 is rotated in the forward direction, the torque acts on the ring gear 18 in the direction in which it is rotated in the reverse direction. Since this ring gear 18 is connected to the output shaft 2, the torque accompanying the start of the engine 10 becomes the torque in the direction of decelerating the vehicle. Therefore, when the engine 10 is started, the second motor / generator 5 outputs torque so as to cancel out such a so-called reaction torque.

  In the hybrid vehicle described above, since the second motor / generator 5 is connected to the output shaft 2 via the transmission 6, it is possible to start using the second motor / generator 5. However, in this case, since the engine 10 is also stopped, it is necessary to generate hydraulic pressure for engaging any one of the brakes B1 and B2 of the transmission 6 by the electric oil pump 33. Therefore, the control device according to the present invention is configured to control the operation state such as the rotation speed of the electric oil pump 33 in the stopped state based on learning.

  FIG. 1 is a flowchart showing an example of the control. First, it is determined whether or not a standby condition is satisfied (step S1). Here, the standby condition is established, for example, that the shift position is N (neutral), the vehicle speed is zero, and that a braking operation is performed by a parking brake or a foot brake (each not shown). . If a negative determination is made in step S1, that is, if it is determined that the standby condition is not satisfied, this routine is exited. That is, learning control is not performed.

  If the determination in step S1 is affirmative because the standby condition is satisfied, it is determined whether or not learning has been completed (step S2). This learning is the learning of the rotational speed of the electric oil pump 33 that sets the torque capacity of the transmission 6 corresponding to the torque output from the second motor / generator 5, and is not initially learned. A negative determination is made in step S2.

  When a negative determination is made in step S2, that is, when learning is not performed, torque Tm1 is output from the second motor / generator 5 (step S3). This Tm1 is a torque appropriately set in advance according to the intention of learning. The setting of the torque Tm1 will be described later.

  When the torque Tm1 is output in step S3, the rotational speed of the electric oil pump 33 is swept down (step S4). This is a control for gradually lowering the hydraulic pressure supplied to the brake B2 that sets the low speed, which is the shift speed at the time of starting, and therefore the lowering gradient does not excessively reduce the hydraulic pressure (do not overshoot). Set to degree. Then, the slippage of the brake B2 is detected while sweeping down (step S5). If a negative determination is made in step S5, the process returns to step S4, and the sweep-down of the rotational speed of the electric oil pump 33 is continued. On the other hand, if the determination in step S5 is affirmative, that is, if it is determined that the brake B2 has slipped, the electric oil pump rotational speed Nopstb at the time of occurrence of the slip of the brake B2 is stored. (Step S6). Further, learning completion control is executed (step S7). For example, a flag indicating completion of learning is set.

  As a result, when the next routine is executed, it is determined that learning has been completed in step S2 described above, and the electric oil pump rotation speed Nopstb stored in step S6 is set as the target rotation speed of the electric oil pump 33 (step S8). Therefore, when the standby condition is satisfied and the above learning is completed, the engagement pressure of the brake B2 for setting the start stage is set to a state immediately before the slip occurs with the input torque at that time. As a result, if the hydraulic pressure generated by the electric oil pump 33 is increased for starting, the torque capacity of the brake B2 becomes sufficiently high, and the drive torque can be increased without causing a delay in the increase in the output torque of the second motor / generator 5. Increases to improve the start response. Moreover, since the rotation speed of the electric oil pump 33 is a rotation speed that sets a state immediately before the brake B2 slips, energy (electric power) consumption can be suppressed.

  Next, the setting of torque Tm1 will be described. FIG. 2 is a diagram showing a time passage of the brake engagement pressure. When it is desired to learn the brake slip from the engagement hydraulic pressure at the time of clogging the pack (the clearance where the brake is generated), the torque Tm1 is set to a value corresponding to the brake engagement pressure P1 in FIG. Further, when it is desired to learn the slip of the brake from the engagement hydraulic pressure at the end of the operation of the accumulator, the torque Tm1 is set to a value corresponding to the brake engagement pressure P2 (> P1) in FIG.

  Therefore, the start time of the behavior change of the transmission 6 is detected by changing the operation state of the electric oil pump 33, and the operation state of the electric oil pump 33 at the time of detection is learned. Then, the electric oil pump 33 is operated in the learned operation state. Accordingly, since the electric oil pump 33 is operated while maintaining the behavior before the behavior change of the transmission 6 occurs, for example, the response of the transmission 6 when starting with the second motor / generator 5 is maintained. The power consumption of the electric oil pump 33 can be reduced.

  Further, by changing the rotation speed of the electric oil pump 33 during standby of the vehicle such as when the vehicle is stopped, the time point of change in the engagement state of the brake (engagement member) B2 of the transmission 6 is detected. Then, the rotational speed of the electric oil pump 33 at that time is learned, and the electric oil pump 33 is operated at the learned rotational speed. Therefore, the electric oil pump 33 is operated at the minimum rotation speed that can be maintained while maintaining the state before the change of the engaging member of the transmission 6, and thus the responsiveness of the transmission 6 is maintained. The power consumption of the electric oil pump 33 can be reduced.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means in steps S1, S3, and S4 described above correspond to the “operation state changing means” in the present invention. The functional means of S5 corresponds to the “behavior change detecting means” of the present invention. Furthermore, the functional means of step S6 corresponds to the “learning means” of the present invention. The functional means of step S8 corresponds to the “reflecting means” of the present invention.

  The “operating state” in the present invention may be a physical quantity representing the operating state of the electric oil pump, such as “rotational speed command value” and “current value”, in addition to “rotational speed”.

It is a flowchart for demonstrating the example of control by the control apparatus of this invention. It is a figure which shows the time passage of brake engagement pressure. It is a figure which shows the drive system of the vehicle which concerns on this invention. It is a schematic diagram which shows the specific structure of the drive system. It is a figure which shows the hydraulic control circuit which concerns on this invention. It is an alignment chart of the drive device concerning this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Main power source, 2 ... Output shaft, 5 ... Assist power source (2nd motor generator), 6 ... Transmission, 10 ... Internal combustion engine (engine), 11 ... 1st motor generator, 12 ... Planetary gear mechanism 31 ... Hydraulic control device, 32 ... Mechanical oil pump, 33 ... Electric oil pump, B1, B2 ... Brake.

Claims (2)

The second power source is connected to an output shaft to which power is transmitted from the first power source via a transmission whose torque capacity changes according to the oil pressure, and an electric motor that generates hydraulic pressure to be supplied to the transmission. A control device for a hybrid vehicle equipped with an oil pump,
An operation state changing means for changing an operation state of the electric oil pump while outputting a predetermined torque from the second power source when a predetermined condition is satisfied;
A behavior change detecting means for detecting a behavior change of the transmission accompanying a change in an operating state of the electric oil pump;
Learning means for learning the relationship between the operating state of the electric oil pump and the output torque of the second power source when the change in behavior is detected;
Control of a hybrid vehicle, comprising: reflecting means for reflecting the relationship between the operation state of the electric oil pump learned by the learning means and the output torque of the second power source in the operation control of the electric oil pump. apparatus.   The predetermined condition is a state in which the hybrid vehicle is stopped without generating a driving torque, and the operation state changing means includes means for reducing the rotational speed of the electric oil pump, and further the behavior change 2. The control apparatus for a hybrid vehicle according to claim 1, wherein the detecting means includes means for detecting slippage of a torque transmitting member in the transmission.

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