JP2006151018A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the occurrence of a sense of incongruity in a down-shift accompanied by cooperative drive control of a motor-generator in speed reducing travel. <P>SOLUTION: A hybrid vehicle comprises an engine 2, the motor-generator 4 and an automatic transmission 7. A control device is provided with a hydraulic control valve 12 and a control unit 15 for performing automatic shift control of the automatic transmission 7, and a power drive unit 11 and a control unit 12 for performing drive control of the motor-generator 4. In the case of performing automatic shift control during travel in the released state of an accelerator, the cooperative drive control of the motor-generator is performed to bring the actual input side rotating speed close to the input side rotating speed corresponding to a gear ratio after the shift, but the cooperative drive control is performed to make total braking torque to the wheel side larger than engine friction torque. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle that includes an engine, a motor generator, and an automatic transmission, and that travels by transmitting at least one of the driving force of the engine and the motor generator to wheels via the automatic transmission.

  For such a hybrid vehicle, various proposals have conventionally been made, as disclosed in, for example, Patent Documents 1 to 6. Thus, in a system that drives the vehicle by simultaneously or selectively transmitting the driving force of the engine and the motor generator to the wheel side, that is, a system in which the engine and the motor generator are arranged in series, for example, at the time of starting, acceleration The driving force from the engine and motor generator is obtained from time to time to ensure start acceleration performance, and during deceleration driving (traveling with the accelerator released), engine operation stop control (idle stop control) or part or all The partial or full cylinder control with the intake / exhaust valves of the cylinders closed is used to improve fuel efficiency and reduce exhaust gas, and transmit the driving force from the wheel side to the motor generator to regenerate energy and assist engine brakes. The idea of doing is elaborated.

  When stopping the operation of the engine during deceleration driving and performing energy regeneration in this way, the lockup clutch of the torque converter of the automatic transmission is engaged to eliminate the slip of the torque converter and increase the regeneration efficiency. I have to. On the other hand, when the vehicle runs at a reduced speed, the vehicle speed generally decreases, and the automatic transmission performs a shift-down control in response to this. However, in order to increase the regeneration efficiency, the lock-up clutch is engaged. When shifting is performed, the braking force (so-called engine braking force) may change suddenly, which may cause a sense of discomfort during travel. For this reason, Patent Document 3 discloses that shifting is prohibited when energy regeneration is performed during deceleration traveling.

JP-A-6-319210 JP-A-9-322307 Japanese Utility Model Publication No. 10-73161 JP 2003-205767 A JP 2004-84679 A JP 2004-210123 A

  However, if shifting at a reduced speed is prohibited, the engine speed is lower than the idle speed when, for example, the vehicle speed is reduced by stopping the engine operation due to fuel cut at a high speed gear and performing a reduced speed driving. May reach. In this case, considering that the engine operation is resumed and the vehicle is accelerated, it is necessary to stop the fuel cut and restart the engine operation. As a result, there is a problem that the fuel consumption is reduced. Considering re-acceleration after decelerating, the required driving force cannot be obtained if the vehicle is running at a high speed with the vehicle speed lowered. There is a problem that characteristics (drivability) deteriorate.

  For this reason, it is desirable to change the speed according to the change in the driving state even during the decelerating running, but it is required to suppress the occurrence of uncomfortable running due to the shifting such as a shift shock as described above. For this reason, the motor generator is driven at the time of shifting to change the engine-side rotational speed (transmission input shaft rotational speed) to the rotational speed after shifting (this is referred to as cooperative driving control of the motor generator at the time of shifting). ) Has been proposed (see, for example, Patent Document 1).

  However, if the torque control of the motor generator is performed with the main aim of changing the engine-side rotational speed to the rotational speed after the shift during the shift, for example, the motor generator tries to increase the engine rotational speed during the downshift control. There is a risk that a torque that accelerates the vehicle will be generated, and a feeling of acceleration will be generated during the downshift, giving the passenger an uncomfortable feeling.

  In view of the above-described problems, the present invention performs a shift (downshift shift) at the time of decelerating driving accompanied by a cooperative drive control of the motor generator, and prevents a sense of acceleration during the shift and performs a shift without a sense of incongruity. It is an object of the present invention to provide a control device for a hybrid vehicle having a configuration that can be applied.

  In order to achieve such an object, the present invention includes an engine, a motor generator, and an automatic transmission. The driving force of at least one of the engine and the motor generator is transmitted to wheels via the automatic transmission to drive the vehicle. A control device for a hybrid vehicle is provided. The control device performs automatic shift control of the automatic transmission according to the driving state (for example, the hydraulic control valve 12 and the control unit 15 in the embodiment). And a motor control device (for example, the power drive unit 11 and the control unit 12 in the embodiment) that controls the drive of the motor generator, and automatically shifts by the shift control device while the accelerator pedal is released and the vehicle is traveling. When control is performed, automatic change at the start of shifting The motor controller performs cooperative drive control of the motor generator so that the input speed of the machine approaches the input speed corresponding to the gear ratio after shifting, and the total braking torque for the wheel side is the engine braking torque. Cooperative drive control is performed so that the value becomes larger than (engine friction torque).

  In this case, it is preferable that the start timing of the cooperative drive control is set based on the shift control command value and the shift progress degree by the shift control device. Further, it is preferable that the cooperative drive control is feedback-controlled based on a feedback gain that is set corresponding to the gear position of the automatic shift control. Furthermore, the cooperative drive control is preferably terminated when the shift progress degree has reached a predetermined value. The cooperative drive control may be terminated after being performed for a preset time according to the shift type.

  In the control by the control device, when the cooperative drive control is stopped in the state where the accelerator pedal is released and the vehicle is traveling, it is preferable to perform control to gradually change the drive torque of the motor generator to the target torque value.

  When the accelerator pedal is depressed while the accelerator pedal is depressed while the accelerator pedal is being depressed and the vehicle is running, the motor generator and the engine are stopped. It is preferable to perform drive control so that the drive torque becomes the target torque value.

  According to the control device of the present invention, when automatic shift control is performed during traveling with the accelerator released, the motor generator performs cooperative drive control. Since cooperative drive control is performed so that the value is larger than the braking torque (engine friction torque), the motor generator generates torque that accelerates the vehicle in an attempt to increase the engine speed during downshift control. It is possible to reliably prevent the shift, and to achieve a speed change that does not feel strange while performing energy regeneration.

  In this shift control, the start timing of the cooperative drive control is set based on the shift control command value and the shift progress degree, and the cooperative drive control is performed by feedback control based on the feedback gain set corresponding to the gear position. It is possible to make a smooth shift without a sense of incongruity by ending when the shift progress degree reaches a predetermined value or ending after a preset time according to the shift type. It becomes.

  Further, when stopping the cooperative drive control, it is preferable to perform control to gradually change the drive torque of the motor generator to the target torque value, thereby suppressing fluctuations in the drive torque (or braking torque) due to the cooperative drive control and smoothing. Shift control can be performed.

  In addition, when cooperative driving control is being performed while the accelerator pedal is depressed and the vehicle is running, when the accelerator pedal is depressed, the motor generator and engine are stopped. Since the driving torque is immediately set as the target torque value for driving, it is possible to perform a control for promptly shifting from the coasting state to the driving traveling state, and to ensure the traveling responsiveness accompanying the depression of the accelerator pedal.

  Embodiments according to the present invention will be described below with reference to the drawings. First, the configuration of a traveling drive system of a hybrid vehicle having a control device according to the present invention will be described with reference to FIG.

  The hybrid vehicle 1 includes an engine 2 and a motor (which can be referred to as a motor generator) 4 capable of generating power, which are connected in series as a drive source, and a torque converter including a lock-up clutch 5 connected to the drive source. 6 and an automatic transmission mechanism 7 are arranged, and the output shaft of the automatic transmission mechanism 7 is connected to the wheels 8. Therefore, the driving force from the engine 2 and the motor generator 4 is alternatively or jointly transmitted through the torque converter 6 with the lockup clutch 6 and the automatic transmission mechanism 7 and transmitted to the wheels 8, so that the hybrid vehicle 1 Is driven to travel.

  Further, when the accelerator pedal 9 is released during traveling and the vehicle decelerates, the driving force from the wheels 8 is transmitted to the driving source via the automatic transmission mechanism 7 and the torque converter 6 with the lock-up clutch 6. However, at this time, an engine braking action (braking action based on the engine friction torque) is generated by the engine 2 and the motor generator 4 is driven to generate electric power (energy regeneration).

  The engine 2 is a multi-cylinder reciprocating type engine, and performs an engine operation control device capable of performing fuel injection control and ignition control for each cylinder and valve operation control for closing and closing the intake and exhaust valves of each cylinder. 3 is provided. The operation of the engine operation control device 3 is controlled by a control unit 15 to be described later, and automatic stop / start control (so-called idle stop control) of the engine 2 is performed under predetermined operating conditions, or some or all cylinders Cylinder resting control is performed to close the intake / exhaust valve.

  The torque converter 6 can be engaged and disengaged between its input / output members (pump member and turbine member) by the lock-up clutch 5. When the lock-up clutch 5 is released, the drive source (engine 2 and motor generator 4). Rotational driving force is transmitted between the automatic transmission mechanism 7 and the automatic transmission mechanism 7 via the torque converter 6. On the other hand, when the lockup clutch 5 is engaged, the drive source (the output shaft of the motor generator 4) and the input shaft of the automatic transmission mechanism 7 are directly connected by bypassing the torque converter 6. Engagement / disengagement control of the lockup clutch 5 is performed by a hydraulic control valve 12, and the hydraulic control valve 12 is controlled by a control unit 15. That is, the control unit 15 performs engagement / disengagement control of the lockup clutch 5.

  The automatic speed change mechanism 7 is a stepped speed change mechanism including a plurality of speed change gear trains, and automatically supplies a hydraulic pressure from the hydraulic control valve 12 to the hydraulically operated speed change clutch to automatically set a desired speed change stage according to the operating state. To shift automatically. The hydraulic control valve 12 at this time is controlled by the control unit 15. That is, automatic shift control according to the driving state is performed by the control unit 15.

  The motor generator 4 is driven by receiving electric power supplied from the battery 10 via the power drive unit (PDU) 11. At this time, the power drive unit 11 is controlled by the control unit 15. That is, drive control of the motor generator 4 is performed by the control unit 15. In addition, when the hybrid vehicle 1 travels at a reduced speed, the motor generator 4 is driven to rotate by receiving the driving force from the wheels 8, which functions as a generator to generate a regenerative braking force and recover the kinetic energy of the vehicle body as electric energy. The battery 10 is charged via the power drive unit 11. The regenerative energy control at this time is also performed by the control unit 15 via the power drive unit 11.

  As described above, the control unit 15 controls the operation of the engine operation control device 3, the hydraulic control valve 12, and the power drive unit 11, and various detection signals are input for the control. For example, as shown in the figure, a detection signal from the accelerator sensor 21 that detects the depression of the accelerator pedal 9 and a detection signal from the rotation sensor 22 that detects the input / output rotational speed of the torque converter 6 are input. , A vehicle speed detection signal from the vehicle speed sensor, an engine speed detection signal from the engine rotation sensor, a shift position detection signal of the transmission, a brake operation detection signal from the brake sensor, a remaining battery capacity detection signal, etc. are input to the control unit 15 Is done. The rotation sensor 22 may detect the engine rotation speed Ne and the input shaft rotation speed (Nm) of the speed change mechanism instead of detecting the input / output rotation (Nti, Nto) of the torque converter.

  In the hybrid vehicle 1 configured as described above, the control device of the present invention controls the shift control in the automatic transmission mechanism 7 and the lockup clutch 5 when the vehicle decelerates while releasing the accelerator pedal during traveling. The combined control and the cooperative drive control of the motor generator 4 by the power drive unit 11 are performed, and the contents of the control will be described below with reference to FIG. 2 and FIG.

  In this control, first, it is determined whether or not the fuel supply cut is performed by entering the travel with the accelerator released (step S1). When the fuel supply cut control is not being performed, this control is not performed. In step S11, a motor cooperation non-flag indicating that the cooperative drive control of the motor generator 4 is not performed is set, and the current flow ends. When the fuel cut control is being performed, the process proceeds to step S2, and it is determined whether or not the lockup clutch 5 is engaged. When the lock-up clutch 5 is not engaged, this control is not performed, the motor cooperation no flag is set in step S11, and the current flow ends. When the lockup clutch 5 is engaged, the process proceeds to step S3, and it is determined whether or not the shift control is being performed. If the shift control is not performed, the motor cooperation no flag is set in step S11, and the current flow ends.

  On the other hand, when the gear is being shifted, the process proceeds to step S4, and it is determined whether or not the cooperative driving control of the motor generator 4 has been performed in the previous flow (that is, immediately before). This determination is made based on the flags set in steps S8 and S11. If the cooperative drive control has not been performed in the previous time, the process proceeds to step S5, and whether or not the hydraulic pressure supplied to the pre-shift clutch (referred to as the pre-stage clutch pressure Pc (OFF)) is equal to or lower than the first determination hydraulic pressure P1. Is judged.

  When Pc (OFF)> P1, the routine proceeds to step S9, where it is determined whether or not the gear ratio GR indicating the shift progress degree has reached the first determination gear ratio G1, and when it has not reached, no motor coordination is performed at step S11. The flag is set and the current flow ends. On the other hand, when the first determination gear ratio G1 is reached, the process proceeds to step S6. The gear ratio GR indicating the degree of shift progression indicates, for example, how much the shift has progressed when shifting down from the fourth speed (GR = 4) to the third speed (GR = 3). However, when half progressed, it is expressed as GR = 3.5. This degree of progress is calculated from the ratio between the value corresponding to the fourth speed and the value corresponding to the third speed at the input shaft speed Nm (= engine speed Ne) of the transmission.

  On the other hand, when it is determined in step S5 that Pc (OFF) ≦ P1, the process proceeds to step S6. As can be seen from this, when the gear ratio GR indicating the shift progress degree reaches the first determination gear ratio G1, or when the front clutch pressure Pc (OFF) becomes equal to or less than the first determination hydraulic pressure P1, the process proceeds to step S6. move on.

  In step S6, it is determined whether or not the gear ratio GR indicating the degree of shift progress has reached a second determination gear ratio G2 (this is a value that has advanced to the post-shift stage from the first determination gear ratio). When the second determination gear ratio G2 has not been reached, the delay timer Δt is set in step S7, and the motor cooperation present flag is set in step S8, and this flow is ended. On the other hand, when the second determination gear ratio G2 has been reached, the elapse of the delay timer is determined in step S10, and until it elapses, the process proceeds to step S8 to set a motor cooperation flag, and when elapses, the process proceeds to step S11. Set the no cooperation flag and end the current flow. Note that the value of the delay timer is appropriately set according to the speed change type, for example, the gear position, upshift or downshift.

  The cooperative drive control during the shift by the motor generator 4 is set by repeatedly performing the flow of FIG. 3 based on the motor cooperation presence flag.

  In this control, first, in step S20, it is determined whether or not motor cooperative control is performed, that is, whether or not a motor cooperative flag is set. When the motor cooperative control is being performed, the process proceeds to step S21, and the post-shift engine speed Ne (o) when it is assumed that the shift has been completed is calculated. The post-shift engine speed Ne (o) can be calculated by multiplying the actual transmission output speed (or vehicle speed) by the gear ratio after the shift. Then, a rotational speed difference ΔN (= Ne (o) −Ne (a)) with the current engine speed, that is, the actual engine speed Ne (a) is calculated (step S22). Then, PI (proportional integration) calculation processing is performed on this rotational speed difference ΔN based on time t to calculate the target torque increase / decrease value ΔTQ (step S23), and the target torque increase / decrease value ΔTQ is added to the current target cooperative torque TQco. The target cooperative torque TQco is calculated (step S24). The target torque increase / decrease value ΔTQ is calculated using a coefficient corresponding to the gear position. For this reason, in the control in which the output torque of the motor generator 4 is set to the target cooperative torque TQco, a feedback gain corresponding to the gear position is set.

  Next, in step S25, it is determined whether or not the target cooperative torque TQco calculated in this way is equal to or less than the engine friction torque TQEF. When TQco ≦ TQEF, the target cooperative torque TQco calculated in step S24 is held and the process proceeds to step S27. When TQco> TQEF, the process proceeds to step S26, and the engine friction torque TQEF is set as the target cooperative torque TQco. Proceed to S27. In step S27, a motor cooperative torque instruction flag is set and the current flow is terminated.

  On the other hand, when it is determined in step S20 that there is no motor cooperative control (the motor cooperative no flag is set), the process proceeds to step S28, and it is determined whether or not the motor cooperative torque instruction flag is set. The commanded flag is set immediately after the completion of the motor cooperative control. At this time, the process proceeds to step S29, and the motor generator 4 is driven so that the motor cooperative torque TQco of the motor generator 4 is gradually shifted to the target torque TQo. Torque is calculated. This calculation is continued until it is determined in step S30 that TQo ≧ TQco, and when TQo ≧ TQco, the process proceeds to step S31 and the motor cooperative torque instruction no flag is set.

  When it is determined in step S28 that the motor cooperative torque instruction flag is not set, that is, when the motor cooperative torque instruction non-flag is set, the process proceeds to step S31 and the motor cooperative torque instruction non-flag is maintained.

  Next, a specific control example will be described with reference to FIG. FIG. 4 is a time chart showing an embodiment. During driving, the driver releases the accelerator pedal and performs deceleration driving while performing engine fuel supply stop control (idle stop control) and cylinder deactivation control. The figure shows the time change of various data when gear shift control (here, a shift-down control from the fourth speed to the third speed is described as an example) is performed. The various data are the engine speed Ne, the lockup clutch control hydraulic pressure PLC, the clutch pressure Pc, the gear ratio GR indicating the shift progress, and the transmission transmission torque TQ converted into a value on the output shaft of the motor generator 4. is there.

  When the control unit 15 determines that the vehicle speed has decreased and the predetermined operating condition has been satisfied while the vehicle is decelerating while the fourth speed is set, a downshift command is output to the hydraulic control valve 12, Shift control to the third speed is started. In this example, the shift control is started at time t0, and as shown in (E), the 4-speed clutch pressure PC (OFF) for setting the fourth speed, which is the pre-shift stage, is shown by a solid line from time t0. The third speed clutch pressure PC (ON) that decreases and sets the third speed, which is the post-shift stage, increases as indicated by the broken line.

  In this way, the fourth-speed clutch pressure PC (OFF), which is the preceding clutch pressure, decreases, but in this embodiment, it decreases to the first judgment oil pressure P1 at time t1. However, at time t1, the gear ratio GR = 4, and both the first determination gear ratio G1 (for example, G1 = 3.9) and the second determination gear ratio G2 (for example, G2 = 3.7) are reached. Not. For this reason, in the period from time t0 to time t1, it progresses to step S11 from step S5 and step S9, and motor cooperation drive control is not started.

  Then, when the 4th speed clutch pressure PC (OFF) decreases to the first determination oil pressure P1 at time t1, the process proceeds from step S5 to step S6. However, since the gear ratio GR has not reached the second determination gear ratio G1, from step S7. In step S8, motor cooperative drive control is started. The motor cooperative drive control is performed according to the flow of FIG. 3, and as shown in (G), the transmission transmission torque TQ converted to the value on the output shaft of the motor generator 4 is the target torque when the vehicle runs at a reduced speed without shifting. With respect to TQo, control is performed so as to become the target cooperative torque TQco from time t1.

  (G) shows the time change of the transmission transmission torque TQ, and a target torque TQo is set such that a desired braking torque (a torque that generates a so-called engine braking action) can be obtained during deceleration traveling. . This target torque TQo is determined by the driving state (accelerator opening, vehicle speed, engine speed, gear position, brake operation, etc.). In deceleration traveling, engine 2 idle stop control and cylinder resting control are performed, and engine friction torque (torque required for rotationally driving the engine from the wheel side) is made relatively small. The target torque TQo corresponds to the total value of the engine friction torque TQEF and the motor generator regenerative drive torque TQMJ.

  As described above, when the motor cooperative drive control is started from time t1, the target cooperative torque TQco decreases as shown in (G) (the braking torque decreases), but the target cooperative torque TQco exceeds the engine friction torque TQEF. At time A, the process proceeds from step S25 in FIG. 3 to step S26, and the engine friction torque TQEF is set as the target cooperative torque TQco. As a result, the target cooperative torque TQco is not smaller than the engine friction torque TQEF, and the acceleration torque is reliably prevented from being transmitted from the motor generator 4 to the output side during the downshift from the fourth speed to the third speed. Thus, smooth downshift control without any sense of incongruity while performing energy regeneration by the motor generator 4 is possible.

  On the other hand, when the fourth speed clutch pressure PC (OFF) decreases as shown by the solid line and the third speed clutch pressure PC (ON) increases as shown by the broken line as described above, the clutch release and engagement proceed at time t2. As shown in (F), the gear ratio GR = 4 advances toward the third speed gear ratio GR = 3, and as shown in (C), the actual engine speed Ne (a) becomes the post-shift engine speed. It starts to increase toward Ne (o) (that is, the engine speed when it is assumed that the third speed is reached).

  When the gear ratio GR reaches the second determination gear ratio G2 at time t3, the process proceeds from step S6 to step S10, waits for the delay timer Δt to elapse, and ends the motor cooperative drive control. Thereafter, control is performed to gradually change the current target cooperative torque TQco to the target torque TQo in step S29, and after reaching the target torque TQo, drive control of the motor generator 4 based on the target torque TQo is performed. .

  In the downshift control, when the gear ratio GR becomes 3 at time t4, the fourth speed clutch pressure PC (OFF) is rapidly decreased and the third speed clutch pressure PC (ON) is rapidly increased. At time t5, the 4-speed clutch pressure PC (OFF) decreases to a predetermined low pressure that completely releases the 4-speed clutch, and the 3-speed clutch pressure PC (ON) increases to a predetermined high pressure that fully engages the 3-speed clutch. At that time, the downshift control is completed. During this downshift control, that is, from time t0 to time t5, the lockup clutch control hydraulic pressure PLC is as shown in (D) in order to prevent the lockup clutch 5 from slipping. The pressure is increased to a predetermined high pressure.

  In the example of FIG. 4, after the shift control is started at time t0, the gear ratio GR reaches the first determination gear ratio G1 after the fourth-speed clutch control hydraulic pressure PC (OFF) decreases to the first determination hydraulic pressure P1. However, when the gear ratio GR first reaches the first determination gear ratio G1, the motor cooperative control is started at this time.

It is a schematic explanatory drawing which shows the structure of the traveling drive system of the hybrid vehicle which has the control apparatus of this invention. It is a flowchart which shows the shift control at the time of the deceleration driving | running | working by the said control apparatus, and the cooperative drive control content of a motor generator. It is a flowchart which shows the content of the cooperative drive control of a motor generator. It is a time chart which shows the example of control by the control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 4 Motor generator 5 Lockup clutch 6 Torque converter 7 Automatic transmission mechanism (transmission control device)
11 Power drive unit (motor controller)
12 Hydraulic control valve (shift control device)
15 Control unit (transmission control device and motor control device)

Claims (7)

In a hybrid vehicle that includes an engine, a motor generator, and an automatic transmission, and that travels by transmitting the driving force of at least one of the engine and the motor generator to wheels via the automatic transmission,
A shift control device that performs automatic shift control of the automatic transmission according to an operating state, and a motor control device that performs drive control of the motor generator,
When automatic shift control is performed by the shift control device while traveling with the accelerator pedal depressed,
The motor control device is configured to perform cooperative drive control of the motor generator so that the input-side rotation speed of the automatic transmission at the start of a shift approaches the input-side rotation speed corresponding to the gear ratio after the shift,
The control apparatus for a hybrid vehicle, wherein the cooperative drive control is performed such that a total braking torque for the wheel side is larger than a braking torque of the engine.   2. The hybrid vehicle control device according to claim 1, wherein the start timing of the cooperative drive control is set based on a shift control command value and a shift progress degree by the shift control device.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein the cooperative drive control is feedback-controlled based on a feedback gain set corresponding to a shift stage of the automatic shift control.   The hybrid vehicle control device according to claim 2, wherein the cooperative drive control ends when the shift progress degree reaches a predetermined value.   The hybrid vehicle control device according to claim 2, wherein the cooperative drive control is ended after being performed for a preset time according to a shift type.   The control for gradually changing the drive torque of the motor generator to a target torque value is performed when the cooperative drive control is stopped in a state where the accelerator pedal is released and the vehicle is running. The hybrid vehicle control device according to claim 5.   When the accelerator pedal is depressed while the accelerator pedal is stepped on while the accelerator pedal is being released and the vehicle is running, the coordinated drive control of the motor generator is stopped, and the motor generator The hybrid vehicle control device according to claim 1, wherein drive control is performed so that the drive torque of the engine becomes a target torque value.

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