JP2013237297A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further improve fuel consumption by controlling consumption of a battery when connecting a clutch device to switch to the HEV travel in a hybrid vehicle which improves the fuel consumption by interrupting the clutch device at EV travel and separating a first motor generator.SOLUTION: While a clutch CL is connected without rotation synchronization control in high vehicle speed (V>Vs) in which consumption of a battery according to the rotation synchronization control of a first motor generator MG 1 is large, and is generous comparatively to the vibration and shock, the clutch CL is smoothly connected by doing the rotation synchronization control in low vehicle speed (V≤Vs) in which consumption of the battery according to the rotation synchronization control of a first motor generator MG 1 is small. As a result, the fuel consumption can be improved further by reducing the consumption of the battery while controlling a vibration and shock.

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to control when a connection / disconnection device provided between a first motor generator and a planetary gear mechanism is connected.

  (a) an engine; (b) a first motor generator; (c) a planetary gear mechanism in which the engine, the first motor generator, and a driving force output member are coupled; and (d) via the planetary gear mechanism. A second motor generator capable of generating a driving force without causing any trouble, (e) a connection / disconnection device for connecting / disconnecting power transmission between the first motor generator and the planetary gear mechanism; and (f) the first motor generator. (G) an EV (electric vehicle) that travels using the second motor generator as a driving power source with the connection / disconnection device shut off, and a battery for supplying electric power to the motor generator and the second motor generator There has been proposed a hybrid vehicle capable of traveling and HEV (hybrid electric vehicle) traveling by connecting the connecting / disconnecting device and traveling using the engine as a driving force source. The hybrid vehicle described in Patent Document 1 is an example, and the power loss due to the rotation of the first motor generator is reduced by releasing the clutch (connecting / disconnecting device) and disconnecting the first motor generator during EV traveling. In addition, when the required driving force becomes equal to or greater than the clutch engagement determination threshold value smaller than the engine start determination threshold value during EV traveling, the rotation speed of the first motor generator is set so that the rotation speeds before and after the clutch are substantially the same. By engaging the clutch under synchronous control, the engine can be started smoothly and shifted to HEV traveling quickly regardless of the disengagement of the first motor generator by releasing the clutch.

JP 2009-248801 A

  However, when the rotation synchronization control of the first motor generator is executed and the connecting / disconnecting device is connected when switching from EV traveling to HEV traveling in this way, the battery is consumed by the rotation synchronization control, and thus fuel consumption is impaired. When switching from EV running to HEV running due to a decrease in the remaining battery level, there is a possibility that the remaining battery level may fall below the lower limit value in combination with power consumption when cranking the engine.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to provide a hybrid vehicle in which the fuel consumption is improved by disconnecting the connecting / disconnecting device and disconnecting the first motor generator during EV traveling. The object is to further improve the fuel consumption by suppressing battery consumption when connecting / disconnecting the connecting / disconnecting device to switch to running.

  In order to achieve such an object, the present invention provides (a) an engine, (b) a first motor generator, (c) a planetary gear to which the engine, the first motor generator, and a driving force output member are coupled. A mechanism, (d) a second motor generator capable of generating a driving force without going through the planetary gear mechanism, and (e) disconnecting power transmission between the first motor generator and the planetary gear mechanism And (f) a battery that supplies power to the first motor generator and the second motor generator, and (g) drives the second motor generator by cutting off the connection and disconnection device. In a hybrid vehicle control device capable of EV traveling using a power source and HEV traveling using the engine as a driving power source with the connection / disconnection device connected thereto, (h) When switching from the EV traveling to the HEV traveling, when the vehicle speed V is equal to or lower than a predetermined determination threshold Vs, the rotational speed of the first motor generator is set so that the rotational speeds before and after the connecting / disconnecting device are substantially the same. The connecting / disconnecting device is connected under synchronous control, and when the vehicle speed V exceeds the determination threshold value Vs, the connecting / disconnecting device is connected without performing the rotation synchronization control of the first motor generator. To do.

  In such a hybrid vehicle control device, when switching from EV traveling to HEV traveling, the connecting / disconnecting device is not performed at the high vehicle speed when the vehicle speed V exceeds the determination threshold Vs without performing the rotation synchronization control of the first motor generator. As a result of the connection, battery consumption is suppressed and fuel efficiency is improved. In this case, since the rotation speed of the first motor generator is changed to the synchronous rotation speed by the connection torque of the connection / disconnection device, there is a possibility that a shock is generated due to the inertia due to the change in the rotation speed. On the other hand, since the driver is relatively forgiving (insensitive), priority is given to fuel efficiency over ride comfort. On the other hand, when the vehicle speed V is a low vehicle speed equal to or less than the determination threshold Vs, the rotation synchronization control of the first motor generator is performed to connect the connection / disconnection device. However, the change in the rotation speed of the first motor generator in this case is relatively small. Battery consumption is low.

  That is, at high vehicle speeds where the battery consumption associated with the rotation synchronization control of the first motor generator is large and the vibration and shock are relatively tolerant, the connection / disconnection device is connected without performing the rotation synchronization control. At low vehicle speeds where the battery consumption associated with rotation synchronization control of one motor generator is low, the rotation synchronization control is performed to smoothly connect and disconnect the connection / disconnection device. As a result, it is possible to further improve fuel efficiency by reducing battery consumption while suppressing vibration and shock as much as possible, and appropriately reducing the remaining battery level to below the lower limit due to rotation synchronization control. Can be avoided.

It is a schematic block diagram which shows the skeleton of the hybrid vehicle to which this invention is applied suitably with the principal part of a control system. 2 is a flowchart illustrating an operation when releasing a clutch CL during EV traveling in the hybrid vehicle of FIG. 1. 2 is a flowchart illustrating an operation when a clutch CL is engaged in order to shift from EV traveling to HEV traveling in the hybrid vehicle of FIG. 1. It is a figure explaining the determination threshold value Vs of the vehicle speed V used by determination of step S3 of the flowchart of FIG. FIG. 2 is a diagram illustrating an example of a collinear diagram at the time of high vehicle speed and low vehicle speed during EV traveling with respect to the planetary gear mechanism of the hybrid vehicle of FIG. 1.

  The engine is a gasoline engine, a diesel engine, or the like that generates power by combustion of fuel. Both the first motor generator and the second motor generator can be used as a generator and an electric motor. The second motor generator may be provided in a power transmission path that transmits driving force from the engine or the first motor generator. For example, the engine and the first motor generator drive the front wheels, and the second motor generator uses the rear wheels. It may be provided in different transmission paths such as driving. INDUSTRIAL APPLICABILITY The present invention is preferably applied to a plug-in type hybrid vehicle that can be externally charged with a relatively long EV traveling time, and is particularly excellent when the first motor generator is disconnected by disconnecting the connecting / disconnecting device during EV traveling. The fuel efficiency improvement effect can be expected, but the battery can be basically charged only by regenerative control (also referred to as power generation control) while the vehicle is running, and can also be applied to a normal hybrid vehicle with relatively little EV running.

  As the planetary gear mechanism to which the engine, the first motor generator, and the driving force output member are connected, a single-pinion type or double-pinion type planetary gear device is preferably used, but a plurality of planetary gear devices are combined. You can also. This planetary gear mechanism functions as, for example, a power split mechanism, and an engine is connected to a rotating element at an intermediate position in the alignment chart. For example, in the case of a single pinion type planetary gear device, the engine is connected to the carrier, the first motor generator is connected to one of the sun gear and the ring gear, and the driving force output member is connected to the other. In carrying out the present invention, in the single pinion type planetary gear device, the driving force output member is connected to the carrier which is the rotating element at the intermediate position in the alignment chart, and either the sun gear or the ring gear is connected to the engine. However, various modes such as connecting the first motor generator to the other side are possible.

  As a connection / disconnection device for connecting / disconnecting power transmission between the first motor generator and the planetary gear mechanism, a single-plate type or multi-plate type friction clutch is preferably used. In addition, a differential mechanism having a reaction force member is provided between the first motor generator and the planetary gear mechanism, and the reaction force member is fixed to transmit power between the first motor generator and the planetary gear mechanism. When it is possible, a brake or the like for fixing the reaction member functions as a connection / disconnection device.

  HEV traveling is performed using at least the engine as a driving force source, and the second motor generator may be in a free rotation state (free). However, the engine is used as an electric motor by power running control. The battery may be assisted or used as a generator by being regeneratively controlled to charge the battery. When the battery is switched to HEV running due to a low battery level, it is desirable to charge the battery using the second motor generator as a generator.

  Switching from EV traveling to HEV traveling is performed, for example, when the driver's required driving force exceeds a predetermined HEV transition determination threshold or when the remaining battery level falls below a predetermined HEV transition determination threshold. To be done. These determination threshold values are preferably determined in consideration of, for example, the time required for connection / disconnection of the connecting / disconnecting device and the amount of battery consumption due to rotation synchronization control for connection.

  The determination threshold value Vs of the vehicle speed V for determining whether or not to perform the rotation synchronization control of the first motor generator is appropriately determined in consideration of, for example, the amount of battery consumption or the remaining battery level due to the rotation synchronization control, and is set to a predetermined value in advance. Although it can be set, since the amount of battery consumption varies depending on the battery temperature, the battery temperature can also be determined as a parameter. That is, when the battery is at a low temperature, the efficiency is reduced and the amount of consumption is increased. Therefore, when the battery temperature is low, the determination threshold value Vs is lowered. It is desirable to change in multiple stages or continuously. In addition, when the remaining battery level is low, there is a high possibility that the remaining battery level will fall below the lower limit in combination with the cranking of the engine. It is desirable to lower Vs stepwise or continuously.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic configuration diagram showing a skeleton diagram of an externally chargeable plug-in hybrid vehicle 10 to which the present invention is preferably applied, together with a main part of a control system. The hybrid vehicle 10 includes an engine 12 that is an internal combustion engine that generates power by combustion of fuel, a first motor generator MG1 and a second motor generator MG2 that can be used as an electric motor and a generator, respectively, and a single pinion type planet. A gear device 14 is provided on the same axis. The hybrid vehicle 10 is of a split type, and the planetary gear unit 14 functions as a power split mechanism that splits the power of the engine 12 into a driving force output member 16 and a first motor generator MG1. That is, the engine 12 is connected to the carrier C of the planetary gear unit 14, the driving force output member 16 is connected to the ring gear R, and the rotor of the first motor generator MG 1 is connected to the sun gear S. When the carrier C is rotationally driven by the engine 12, the ring gear R and further the driving force output member 16 are rotated by a torque corresponding to the reaction torque (braking torque) of the first motor generator MG1 connected to the sun gear S. Driven. In the present embodiment, the planetary gear mechanism is configured by the single planetary gear device 14.

  The first motor generator MG1 is connected to the sun gear S of the planetary gear unit 14 through a clutch CL. The clutch CL is a hydraulic single-plate or multi-plate friction clutch, and corresponds to a connection / disconnection device that connects and disconnects power transmission between the first motor generator MG1 and the planetary gear device 14. The first motor generator MG1 is disposed inside the driving force output member 16, and its case (stator) can be fixed to the carrier C, the ring gear R, or the driving force output member 16, but this embodiment Then, the central portion of the rotor of the second motor generator MG2 is non-rotatably supported by a support member (not shown) inserted so as to be relatively rotatable.

  The driving force output member 16 is connected to the output gear 20, and the output gear 20 is meshed with the ring gear 24 of the differential gear device 22, and the output gear from the planetary gear device 14 through the driving force output member 16. The driving force transmitted to 20 is transmitted from the differential gear device 22 to the left and right driving wheels 28L, 28R via a pair of axles 26L, 26R. A second motor generator MG2 is interposed between the driving force output member 16 and the output gear 20, and the output gear 20 is also rotationally driven by the second motor generator MG2.

  The first motor generator MG1 and the second motor generator MG2 are connected to the battery 54 via the inverter 52, and the torque at the time of power running that functions as an electric motor and at the time of regeneration that functions as a generator is controlled. Further, the operating state of the engine 12 is controlled by an engine control device 56 having an electronic throttle valve, a fuel injection device, and the like. The clutch CL is disengaged by a clutch control device 58 having a solenoid type oil passage switching valve, a hydraulic control valve and the like provided in the hydraulic control circuit, and the first motor generator MG1 Is engaged with the sun gear S of the planetary gear unit 14 and is released from the sun gear S of the planetary gear unit 14 when the clutch CL is released.

  The inverter 52, engine control device 56, and clutch control device 58 are controlled by an electronic control device 50 having a microcomputer or the like. The electronic control unit 50 is connected to an engine rotational speed sensor 60, an MG1 rotational speed sensor 62, an MG2 rotational speed sensor 64, a battery voltage sensor 66, and a battery temperature sensor 68, and the rotational speed of the engine 12 (engine rotational speed). NE, rotation speed of first motor generator MG1 (MG1 rotation speed) NMG1, rotation speed of second motor generator MG2 (MG2 rotation speed) NMG2, voltage of battery 54 (battery voltage) VB, temperature of battery 54 (battery temperature) A signal representing Tbat is supplied. The electronic control device 50 is also supplied with various information necessary for controlling the engine 12, the first motor generator MG1, and the second motor generator MG2, such as the operation amount (opening) of the accelerator pedal. The MG2 rotational speed NMG2 corresponds to the vehicle speed V, and the MG2 rotational speed sensor 64 also functions as a vehicle speed sensor. The battery voltage VB represents the remaining amount of the battery 54.

  The electronic control unit 50 includes an EV traveling unit that performs EV traveling using the second motor generator MG2 as a driving force source in a state in which the clutch CL is released and the first motor generator MG1 is disconnected. Is functionally provided with HEV traveling means for executing HEV traveling that travels using the engine 12 as a driving force source. In EV traveling, since the first motor generator MG1 is disconnected from the planetary gear unit 14, the engine 12 cannot be involved in driving, and is normally held in a stopped state, and travels only by the output of the second motor generator MG2. To do. As described above, the first motor generator MG1 is disconnected in the EV travel, so that the power loss due to the rotation of the first motor generator MG1 is eliminated and the fuel consumption is improved. On the other hand, in HEV traveling, when the clutch CL is engaged, the output of the engine 12 is transmitted to the driving force output member 16 according to the reaction torque of the first motor generator MG1, and only based on the output of the engine 12. A driving force can be generated. In other words, the second motor generator MG2 is in a free rotation state (free), but may be used as an electric motor by power running control to assist the engine 12, or used as a generator by regenerative control. The battery 54 can also be charged. When switching from EV running to HEV running due to a decrease in battery voltage VB, battery 54 is charged using second motor generator MG2 as a generator.

  The electronic control unit 50 functionally includes a clutch release means 70 that controls the release of the clutch CL during the EV travel, and a clutch engagement means 72 that engages the clutch CL when shifting from EV travel to HEV travel. ing. The clutch release means 70 executes signal processing in accordance with the flowchart of FIG. 2, and restricts the release of the clutch CL under a certain condition during EV traveling and maintains the engaged state. In step R1 of FIG. 2, it is determined whether or not EV traveling is being performed. If EV traveling is being performed, step R2 is executed to determine whether or not the battery temperature Tbat is higher than a predetermined determination threshold value Ts. If Tbat> Ts, step R3 is executed to release the clutch CL. If Tbat ≦ Ts, step R4 is executed to maintain the clutch CL in the engaged state. That is, when the battery temperature Tbat is low, the efficiency of the battery 54 is reduced and the consumption becomes severe, and the output of the battery 54 is limited. Therefore, when shifting from EV traveling to HEV traveling, the rotational speed before and after the clutch CL is When the rotational speed of the first motor generator MG1 is synchronously controlled so as to be substantially coincident, there is a possibility that the battery voltage VB is remarkably lowered or the synchronous control itself cannot be appropriately performed due to the output limitation of the battery 54. For this reason, when Tbat ≦ Ts, disengagement of the clutch CL during EV traveling is prohibited and maintained in the engaged state.

  On the other hand, the clutch engaging means 72 relates to clutch engagement control when the clutch CL is engaged to switch from EV running to HEV running when the clutch CL is released by the clutch releasing means 70. The signal processing is executed according to the flowchart of FIG. In step S1 of FIG. 3, it is determined whether or not EV traveling is in progress. If it is not in EV traveling, the processing is terminated. If it is during EV traveling, step S2 and subsequent steps are executed. In step S2, it is determined whether or not there is a clutch engagement request for engaging the clutch CL in order to switch from EV traveling to HEV traveling. If there is no clutch engagement request, the process ends. Step S3 is executed. The clutch engagement request is determined when the driver's required driving force (accelerator operation amount or the like) exceeds a predetermined HEV transition determination threshold during EV traveling, or the battery voltage VB that is the remaining amount of the battery 54 is determined in advance. This is required when switching from EV traveling to HEV traveling, for example, when the value falls below the HEV transition determination threshold. The HEV transition determination threshold is appropriately determined in consideration of, for example, the required time of engagement of the clutch CL, the amount of decrease in the battery voltage VB due to the rotation synchronization control of the first motor generator MG1 for engagement, and the like. When the requirement is satisfied, a determination is made to shift to HEV traveling.

  In step S3 of FIG. 3, it is determined whether or not the vehicle speed V is equal to or less than a predetermined determination threshold value Vs. The determination threshold value Vs is used to determine whether or not the rotational speed of the first motor generator MG1 is synchronously controlled so that the rotational speeds before and after the clutch CL substantially coincide when the clutch CL is engaged. When the vehicle speed V is a low vehicle speed equal to or lower than the determination threshold Vs, steps S4 and S5 are executed, and the rotation synchronization control of the first motor generator MG1 is executed to engage the clutch CL. That is, the MG1 rotational speed NMG1 is substantially equal to the synchronous rotational speed Ndoki (= −NMG2 / ρ) determined according to the vehicle speed V and the gear ratio ρ (= the number of teeth of the sun gear S / the number of teeth of the ring gear R). The rotation of the first motor generator MG1 is controlled. When NMG1≈Ndoki, the clutch CL is engaged, the engine 12 is cranked and started, and the HEV traveling is started. Further, when the vehicle speed V is a high vehicle speed exceeding the determination threshold value Vs, step S6 is executed, and the clutch CL is immediately engaged without executing the rotation synchronization control of the first motor generator MG1. In this case, the rotation speed NMG1 of the first motor generator MG1 is changed to the synchronous rotation speed Ndoki based on the engagement torque of the clutch CL. That is, as shown in FIG. 4, when the vehicle speed V is a low vehicle speed equal to or lower than the determination threshold Vs, the rotation synchronization control of the first motor generator MG1 is performed to engage the clutch CL, while the vehicle speed V is higher than the determination threshold Vs. At the vehicle speed, the clutch CL is engaged without executing the rotation synchronization control of the first motor generator MG1.

  The determination threshold value Vs is a lower limit value of the battery voltage VB including cranking for starting the engine 12 in consideration of a decrease amount of the battery voltage VB by the rotation synchronous control of the first motor generator MG1 and the battery voltage VB. It is determined not to fall below. The determination threshold value Vs may be set to a predetermined value in advance. However, since the amount of decrease in the battery voltage VB increases when the battery 54 is low temperature and inefficient, the battery temperature Tbat is set as a parameter. That is, when the battery 54 is at a low temperature, the efficiency is decreased and the amount of decrease in the battery voltage VB is increased. Therefore, when the battery temperature Tbat is low, the determination threshold value Vs is lowered according to the battery temperature Tbat. It can be changed in two steps, multiple steps of three steps or more, or continuously changed. Further, in order to avoid that the battery voltage VB falls below the lower limit value due to the rotation synchronization control of the first motor generator MG1, when the battery voltage VB is low, the determination threshold Vs becomes low and the first motor generator MG1 The determination threshold value Vs is lowered stepwise or continuously so that the clutch CL is engaged without performing rotation synchronization control. That is, in this embodiment, the determination threshold value Vs is determined using both the battery temperature Tbat and the battery voltage VB as parameters. Furthermore, the determination threshold value Vs may be changed using another physical quantity as a parameter.

  In such a hybrid vehicle 10 of this embodiment, when switching from EV traveling to HEV traveling, the clutch is performed without performing rotation synchronization control of the first motor generator MG1 at a high vehicle speed when the vehicle speed V exceeds the determination threshold value Vs. Since the CL is engaged, consumption of the battery 54 is suppressed, and fuel consumption is improved. In this case, since the rotational speed NMG1 of the first motor generator MG1 is changed to the synchronous rotational speed Ndoki by the engagement torque of the clutch CL, there is a possibility that a shock is generated due to the inertia due to the rotational speed change. Because the driver is relatively tolerant (insensitive) to shock and shock, priority is given to fuel consumption over ride comfort.

  On the other hand, when the vehicle speed V is a low vehicle speed equal to or lower than the determination threshold value Vs, the rotation synchronization control of the first motor generator MG1 is performed and the clutch CL is engaged. In this case, the change in the rotation speed of the first motor generator MG1 is relatively small. Therefore, the consumption of the battery 54 is small. That is, in the collinear diagram of FIG. 5, the broken line indicates the case of low vehicle speed and the solid line indicates the case of high vehicle speed, and it may be changed from the state of NMG1 = 0 to the synchronous rotational speed N2 at low vehicle speed, Since it is necessary to change from the state of NMG1 = 0 to the synchronous rotational speed N1, the battery 54 is consumed less by the difference between the synchronous rotational speeds N1 and N2. Note that the nomograph can connect the rotational speeds of the three rotating elements S, C, and R of the planetary gear device 14 with straight lines, and the interval between the rotating elements S, C, and R depends on the gear ratio ρ. 1: It is set to ρ.

  As described above, in this embodiment, the battery 54 is greatly consumed due to the rotation synchronization control of the first motor generator MG1, and at a high vehicle speed that is relatively tolerant to vibration and shock, the clutch is not performed without performing the rotation synchronization control. At low vehicle speeds where the battery 54 is not consumed with the rotation synchronization control of the first motor generator MG1 while engaging the CL, the rotation synchronization control is performed to smoothly connect the clutch CL. Accordingly, it is possible to further reduce the consumption of the battery 54 while suppressing vibration and shock as much as possible to further improve the fuel consumption, and to reduce the remaining amount of the battery 54 due to the rotation synchronization control of the first motor generator MG1. It can avoid appropriately that it falls below.

  In general, since the demand for switching response to HEV traveling is low at high vehicle speeds, shock can be suppressed by gradually increasing the hydraulic pressure of the clutch CL and smoothly connecting the clutch CL, while shifting to HEV traveling at low vehicle speeds. In some cases, high switching responsiveness may be desired, but by performing the rotation synchronous control of the first motor generator MG1, the clutch CL can be quickly engaged while suppressing the shock, and the switching to HEV traveling is promptly performed. Therefore, the driver's acceleration request can be satisfied. That is, at high vehicle speed, the clutch CL is engaged without performing the rotation synchronization control of the first motor generator MG1, and at low vehicle speed, the rotation synchronization control of the first motor generator MG1 is performed and the clutch CL is engaged. The fuel consumption can be further improved by reducing the consumption of the battery 54 while satisfying the acceleration request of the user as much as possible.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  10: Hybrid vehicle 12: Engine 14: Planetary gear device (planetary gear mechanism) 16: Driving force output member 50: Electronic control device 54: Battery 64: MG2 rotational speed sensor (vehicle speed sensor) 70: Clutch release means 72: Clutch mechanism Combined means MG1: First motor generator MG2: Second motor generator CL: Clutch (connection / disconnection device) V: Vehicle speed Vs: Determination threshold

Claims (1)

Engine,
A first motor generator;
A planetary gear mechanism in which the engine, the first motor generator, and a driving force output member are coupled;
A second motor generator capable of generating a driving force without going through the planetary gear mechanism;
A connecting / disconnecting device for connecting / disconnecting power transmission between the first motor generator and the planetary gear mechanism;
A battery for supplying power to the first motor generator and the second motor generator;
An EV traveling that travels using the second motor generator as a driving force source with the connection / disconnection device disconnected, and an HEV that travels using the engine as a driving force source connected to the connection / disconnection device In a hybrid vehicle control device capable of running,
When switching from the EV traveling to the HEV traveling, when the vehicle speed V is equal to or lower than a predetermined determination threshold Vs, the rotational speed of the first motor generator is set so that the rotational speeds before and after the connecting / disconnecting device are substantially the same. The connecting / disconnecting device is connected under synchronous control, and when the vehicle speed V exceeds the determination threshold value Vs, the connecting / disconnecting device is connected without performing the rotation synchronization control of the first motor generator. A control device for a hybrid vehicle.

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