JP2020082840A - Control device of hybrid vehicle - Google Patents

Abstract

To further expand an electric traveling region by suppressing the consumption of electric charges stored in an electric-traveling main power accumulation device, in a hybrid vehicle.SOLUTION: A control device of a hybrid vehicle controls the hybrid vehicle which comprises: a traveling electric motor 4 which can supply drive forces to drive wheels 62; an internal combustion engine 1 which can supply the drive force to a generator 2; a motoring electric motor 2 which can supply the drive force to the internal combustion engine 1; a main power accumulation device 3 which stores power, and can supply the power to the electric motor 4 and the electric motor 2; and an auxiliary power accumulation device 7 which stores power, and can supply the power to an electric load 8 other than the electric motor 4 and the electric motor 2. When starting the stopped internal combustion engine 1, the control device 0 supplies the power to the motoring electric motor 2 from both the main power accumulation device 3 and the auxiliary power accumulation device 7 at only an initial stage of motoring for rotationally driving the internal combustion engine 1 by the motoring electric motor 2, and after that, the control device is transited to a state for supplying the power to the motoring electric motor 2 from the main power accumulation device 3.SELECTED DRAWING: Figure 1

Description

The present invention relates to a control device for controlling a hybrid vehicle equipped with a traveling electric motor and an internal combustion engine.

2. Description of the Related Art Recently, hybrid vehicles having two types of power sources, an electric motor and an internal combustion engine, have been widely used. A series-type hybrid vehicle (see, for example, the following patent document) drives a motor generator for power generation by an internal combustion engine to generate power, stores the generated power in a power storage device (battery and/or capacitor), and drives the motor. Supply to the generator. Then, the traveling motor generator rotates the axle of the vehicle and thus the drive wheels to travel.

Not only the motor generator for power generation but also the motor generator for traveling can generate power by regenerative braking and store the generated power in the power storage device. If the electric charge is already stored up to the full capacity of the power storage device, the electric power obtained by regenerative braking is intentionally supplied to the motor generator for power generation, and this is operated as an electric motor to rotationally drive the internal combustion engine to generate excess power. Consumes electricity.

In a hybrid vehicle, the vehicle can be driven by the rotational driving force output from the traveling motor generator even if the internal combustion engine does not burn the fuel to generate the rotational driving force. Therefore, the operation of the internal combustion engine may continue to be stopped even during operation of the vehicle.

When the amount of electric charge currently stored in the power storage device is below a predetermined amount, or when the output driving force required for the traveling motor generator is maximum, the internal combustion engine is started and fuel is supplied to the cylinders. This is combusted, and the motor generator for power generation is driven by the rotational driving force output from the internal combustion engine to generate power to charge the power storage device or increase the electric power supplied to the motor generator for traveling.

In a series-type hybrid vehicle, the motor generator for power generation also serves to motor (or crank) the internal combustion engine in preparation for starting the stopped internal combustion engine. At the time of motoring, necessary power is supplied from the power storage device.

In order for the internal combustion engine to burn the fuel and to be able to rotate independently, it is necessary to know the current stroke of each cylinder of the internal combustion engine or the position of the piston, and then to set the appropriate timing according to the stroke of each cylinder. It is necessary to inject the fuel with the fuel and to ignite and burn the fuel at an appropriate timing.

In the existing system, an output signal of a crank angle sensor that issues a pulse signal each time the crankshaft of the internal combustion engine rotates by a predetermined angle (for example, 10° CA (crank angle)) and an intake camshaft or an exhaust camshaft by a predetermined angle ( An angle obtained by dividing one rotation of the camshaft by the number of cylinders. In the case of a three-cylinder engine, cylinder discrimination is performed using the output signal of the cam angle sensor that outputs a pulse signal every rotation of 120° (240° CA). ing. In order to complete the cylinder discrimination, the crankshaft of the stopped internal combustion engine needs to rotate about twice. Therefore, it takes time to start the internal combustion engine.

When the electric charge stored in the power storage device is insufficient, it becomes impossible to motorize and start the internal combustion engine, and it becomes impossible to generate electric power by the motor generator for power generation, so that the vehicle cannot continue to run. Therefore, it is required that the power storage device always secures the amount of electric charge necessary for motoring the internal combustion engine. To that extent, the electric traveling area in which the vehicle is driven by only the traveling motor generator without operating the internal combustion engine is reduced.

This manifests itself as a problem especially when the traveling power storage device mounted on the vehicle has a small capacity. If the amount of electric power that can be consumed for electric traveling is limited, the chances of operating the internal combustion engine by burning fuel increases, which causes a disadvantage in terms of fuel efficiency and emissions.

JP, 2016-064735, A

The present invention is directed to a hybrid vehicle provided with two types of power sources, an electric motor and an internal combustion engine, and is intended to further suppress the consumption of electric charge stored in a main power storage device for electric traveling and further expand the electric traveling region. Has the purpose of.

In the present invention, the driving motor for driving can be supplied to the driving wheels and the generator for generating the electric power to be supplied to the driving motor, or the driving wheels can be driven. An internal combustion engine capable of supplying a driving force for driving the motor, a motoring motor capable of supplying a driving force for rotating the internal combustion engine to the internal combustion engine, and a traveling motor and a motoring for storing electric power generated by the generator. Controlling a hybrid vehicle having a main power storage device capable of supplying electric power to an electric motor and an auxiliary power storage device capable of storing electric power generated by a generator and supplying electric power to an electric load other than a traveling electric motor and a motoring electric motor That is, when starting the stopped internal combustion engine, only in the initial stage of the motoring in which the internal combustion engine is rotationally driven by the motor for motoring, power is supplied from both the main power storage device and the auxiliary power storage device to the motoring motor, After that, a control device for a hybrid vehicle that shifts to a state in which electric power is supplied from the main power storage device to the motor for motoring is configured.

According to the present invention, in a hybrid vehicle, it is possible to suppress the consumption of electric charge stored in the main power storage device for electric travel and further expand the electric travel area.

The figure which shows the outline|summary of the series type hybrid vehicle and control device in one Embodiment of this invention. The flowchart which shows the procedure example of the process which the control apparatus of the hybrid vehicle of the same embodiment performs according to a program.

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of a main system of a hybrid vehicle in this embodiment. This hybrid vehicle includes an internal combustion engine 1, a power generation motor generator 2 that is driven by the internal combustion engine 1 to generate power, power storage devices 3 and 7 that store the power generated by the power generation motor generator 2, and a power generation motor generator 2 And/or a traveling motor/generator 4 that receives electric power from the power storage devices 3 and 7 to drive the axle of the vehicle and thus the drive wheels 62.

The hybrid vehicle of the present embodiment is a series hybrid electric vehicle that uses the internal combustion engine 1 only for power generation, and the driving wheels 62 of the vehicle are supplied with driving power for traveling exclusively from the traveling motor generator 4. Since the internal combustion engine 1 and the drive wheel 62 are mechanically separated from each other, the rotational drive force is not transmitted between them originally. That is, the internal combustion engine 1 can rotate completely independently of the traveling motor generator 4 and the drive wheels 62. Therefore, even when the vehicle in which the ignition switch (power switch or ignition key) is operated to be turned on is operated, in other words, the vehicle is in a state where the driver can step on the accelerator pedal, the power storage device 3 , 7 may not carry out the operation of the internal combustion engine 1 accompanied by the combustion of fuel under the condition that the electric charge is stored sufficiently.

The internal combustion engine 1 is, for example, a 4-stroke engine including a plurality of cylinders. The crankshaft, which is the rotating shaft of the internal combustion engine 1, is mechanically connected to the rotating shaft of the motor generator 2 for power generation via a gear mechanism. Then, by inputting the rotational driving force output from the internal combustion engine 1 to the power-generating motor generator 2, the power-generating motor generator 2 generates power. The generated electric power charges the power storage devices 3 and 7 and/or supplies it to the traveling motor generator 4. Further, the motor generator 2 for power generation also functions as an electric motor that itself generates rotational driving force to rotationally drive the crankshaft of the internal combustion engine 1. For example, the power generation motor generator 2 executes motoring (cranking) as a preparation for starting the stopped internal combustion engine 1.

The traveling motor generator 4 generates a driving force for traveling the vehicle, and inputs the driving force to the driving wheels 62 via the speed reducer 61. Further, the traveling motor generator 4 is rotated by being rotated by the drive wheels 62 to generate electric power and recover the kinetic energy of the vehicle as electric energy. The electric power generated by this regenerative braking charges the power storage devices 3 and 7.

However, if the electric charge is already stored up to the full capacity of the power storage devices 3 and 7 and it is difficult to charge more than that, the electric power regenerated by the traveling motor generator 4 is intentionally supplied to the electric power generation motor generator 2. The motor generator 2 for power generation is operated as an electric motor to rotationally drive the internal combustion engine 1. As a result, the surplus electric power is exhausted while maintaining the braking performance of the vehicle. Further, at this time, since the rotation of the internal combustion engine 1 is maintained, it is possible to execute the fuel cut in which the fuel supply to the cylinder of the internal combustion engine 1 is temporarily stopped.

In the present embodiment, there are two types of vehicle-mounted power storage devices: the main power storage device 3 and the auxiliary power storage device 7. Main power storage device 3 supplies necessary electric power to each of traveling motor generator 4 which is a traveling electric motor and power generation motor generator 2 which is a motoring electric motor. The main power storage device 3 is for electric running of a vehicle, but is small and lightweight and has a small capacity when mounted on a hybrid vehicle. Main power storage device 3 is, for example, a lithium ion battery, a nickel hydrogen battery, or the like.

On the other hand, the auxiliary power storage device 7 supplies necessary electric power to the electric load 8 other than the traveling motor generator 4 and the power generation motor generator 2. Specific examples of the electric load include headlamps, tail lamps, fog lamps, room lamps, turn signal lamps (turn lamps and hazard lamps), lighting blowers for air conditioners, and cooling water for the internal combustion engine 1 by air cooling. Radiator fan, condenser fan that cools the air conditioner refrigerant (may also function as a radiator fan), seat heater and electric wire heater such as defogger that removes fog on the rear glass, audio equipment, car navigation system, electric power A steering device, an electric circuit including an ignition coil of the spark ignition type internal combustion engine 1, a solenoid valve on a hydraulic circuit through which cooling water and lubricating oil of the internal combustion engine 1, hydraulic oil of a transmission, hydraulic oil of a brake device, etc. flow. An electric pump, and further, an ECU (Electronic Control Unit) 0 and the like can be mentioned. The auxiliary power storage device 7 is not for electric running of the vehicle, has a smaller capacity than the main power storage device 3, and can only output a voltage lower than the main power storage device 3 and a small electric power. The auxiliary power storage device 7 is, for example, a lead battery or the like.

The generator inverter 21 converts the AC power generated by the motor generator 2 for power generation into DC power. Then, the DC power is input to power storage devices 3 and 7 or drive machine inverter 41. In addition, the generator inverter 21 converts the direct current power supplied from the power storage devices 3 and 7 and/or the drive device inverter 41 into alternating current power when the power generator motor generator 2 is operated as an electric motor, and then generates the power generator motor. Input to generator 2.

The drive machine inverter 41 converts the DC power supplied from the power storage device 3 and/or the generator inverter 21 into AC power, and then inputs the AC power to the traveling motor generator 4. In addition, the drive machine inverter 41 converts the AC power generated by the traveling motor generator 4 when performing regenerative braking of the vehicle into DC power, and then inputs the DC power to the power storage devices 3 and 7 or the generator inverter 21.

The DC-DC converter 9 converts the high-voltage DC power output from the power-generation motor-generator 2 and the traveling motor-generator 4 that operate as generators or the main power storage device 3 into low-voltage DC power, and then converts the high-voltage DC power to the auxiliary power storage device. Type in 7. Not only this DC-DC converter 9 converts low-voltage DC power output from the auxiliary power storage device 7 into high-voltage DC power, and then inputs it to the power-generating motor generator 2 or the main power storage device 3 that operates as an electric motor. It can also be bi-directional.

The generator inverter 21, the drive inverter 41, and the bidirectional DC-DC converter 9 form a part of PCU (Power Control Unit).

The ECU 0, which is a control device that controls the internal combustion engine 1, the power-generating motor generator 2, the traveling motor generator 4, the PCU, and the power storage devices 3 and 7, is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like. is there. The ECU 0 is a plurality of ECUs, that is, an engine controller that controls the internal combustion engine 1, a generator controller that controls the generator motor generator 2 and the generator inverter 21, a main power storage device 3, an auxiliary power storage device 7, and a DC-DC converter 9. A battery controller for controlling the motor, a drive motor controller for controlling the traveling motor generator 4 and the drive inverter 41, etc. are communicably connected to each other via an electric communication line such as CAN (Controller Area Network). Sometimes there is.

The ECU 0 detects the amount of depression of the accelerator pedal by the driver, the shift position, that is, the position of the shift lever or the selector lever, or the ON/OFF state of the switch, which is being sensed via the sensor, the current vehicle speed, the road surface gradient, and the electricity storage. The rotational driving force for traveling output by the traveling motor generator 4, the regenerative power generated by the traveling motor generator 4, the internal combustion engine 1 according to the amount of electricity stored in the devices 3 and 7, the generated power of the generating motor generator 2, and the like. The rotational drive force output by the motor generator, the electric power generated by the power generation motor generator 2, and the rotational drive force for motor ring output by the power generation motor generator 2 are controlled to be increased or decreased.

If the main power storage device 3 is currently storing sufficient electric charge and the output driving force required for the traveling motor generator 4 is not maximum, the fuel supply to the internal combustion engine 1 is cut off and the internal combustion engine 1 is not operated. On the contrary, when the amount of electric charge currently stored in the main power storage device 3 is below a predetermined amount, or when the output driving force required for the traveling motor generator 4 is the maximum, the internal combustion engine 1 is started. Then, the fuel is supplied to the cylinders and burned, and the power generation motor generator 2 is driven by the rotational driving force output from the internal combustion engine 1 to generate power to charge the main power storage device 3 or the traveling motor generator. The power supplied to 4 is increased. In particular, if the amount of electric power that can be supplied to the traveling motor generator 4 by the main power storage device 3 alone is limited, when the driver strongly depresses the accelerator pedal to request a rapid acceleration of the vehicle, the motor generator for power generation is required. Unless the generated electric power of 2 is also supplied to the traveling motor generator 4, it is impossible to generate a driving force necessary and sufficient to achieve the required acceleration and input the driving force to the driving wheels 62.

Let's start the internal combustion engine 1 while the vehicle is traveling by driving the drive wheels 62 by the traveling motor generator 4 without supplying the fuel to the cylinders of the internal combustion engine 1 and operating the internal combustion engine 1. At this time, the motor generator 2 for power generation performs motoring for starting the internal combustion engine 1. Motoring for starting the internal combustion engine 1 continues until the internal combustion engine 1 burns fuel and can rotate independently. More specifically, the rotational speed of the crankshaft of the internal combustion engine 1 that is being sensed is increased to a minimum value or more required for starting, and the crankshaft of the internal combustion engine 1 has been rotated a predetermined number of times or more from the start of motoring. The motoring is terminated when the motor rotates by an angle or more. After the start of the internal combustion engine 1 is completed and the motoring of the internal combustion engine 1 is completed, the power supply to the motor generator 2 for power generation is reduced to zero.

The condition that the crankshaft has rotated a predetermined number of times or more or a predetermined angle or more may be replaced with the fact that the cylinder determination for knowing the current stroke of each cylinder of the internal combustion engine 1 or the position of the piston is completed. As a matter of course, in order to inject the fuel at an appropriate timing according to the stroke of each cylinder and to ignite and burn the fuel at an appropriate timing, it is necessary to know the current stroke of each cylinder. Cylinder discrimination is performed using a crank angle sensor that outputs a pulse signal each time the crankshaft of the internal combustion engine 1 rotates a predetermined angle and a cam angle sensor that outputs a pulse signal each time the intake camshaft or the exhaust camshaft rotates a predetermined angle. .. Since the method of cylinder discrimination is well known, its explanation is omitted here.

One of the disadvantages of the crank angle sensor and the cam angle sensor is that if the rotational speeds of the crankshaft and the camshaft of the internal combustion engine 1 are remarkably reduced, a signal with a high signal-to-noise ratio cannot be output. The stroke of each cylinder or the position of the piston when the internal combustion engine 1 stops rotating is unknown at the time of starting the internal combustion engine 1. In order for the ECU 0 to refer to the crank angle signal and the cam angle signal to determine the stroke of each cylinder, the crankshaft of the internal combustion engine 1 that has been stopped needs to rotate about two revolutions. Therefore, it takes some time from the start of the stopped internal combustion engine 1 to the start of supplying the electric power generated by the power generation motor generator 2 to the traveling motor generator 4.

If the electric charge stored in the main power storage device 3 is insufficient, it becomes impossible to motorize and start the internal combustion engine 1, and it becomes impossible to generate electric power by the motor generator 2 for power generation, so that the vehicle continues to run. become unable. Therefore, main power storage device 3 must always store an amount of electric charge that enables motoring of internal combustion engine 1. The electric traveling region in which the vehicle is driven only by the traveling motor generator 4 without operating the internal combustion engine 1 is compressed by that amount. If the amount of electric power that can be consumed for electric traveling is limited, the chances of operating the internal combustion engine 1 by burning fuel increases, which causes disadvantages in terms of fuel efficiency and emissions.

Therefore, in the present embodiment, when starting the stopped internal combustion engine 1, at the beginning of the motoring in which the internal combustion engine 1 is rotationally driven by the motor generator 2 for power generation, not only the main power storage device 3 but also the auxiliary power storage device 7 generates power. Supplying electric power to the motor generator 2 reduces the amount of electric charge stored in the main power storage device 3 due to motoring. Then, the amount of electric power that should be always secured in main power storage device 3 decreases, the amount of electric power that can be spent for electric traveling increases, and the electric traveling region can be further expanded.

As shown in FIG. 2, when the condition for starting the stopped internal combustion engine 1 is satisfied (step S1), the ECU 0 controls the DC-DC converter 9 and the inverters 21 and 41 from the auxiliary power storage device 7 side. Power is supplied to the power generation motor generator 2 and the main power storage device 3 side, and power is supplied to the power generation motor generator 2 from both the main power storage device 3 and the auxiliary power storage device 7 (step S2). To start motoring. Then, after that, the DC-DC converter 9 and the inverters 21 and 41 are controlled to cut off the power supply from the auxiliary power storage device 7 side to the power generation motor generator 2 and the main power storage device 3 side, and the main power storage device 3 Only (however, the electric power regenerated by the traveling motor generator 4 may be included) is supplied to the electric power generating motor generator 2 (steps S3 and S4) to shift to a state where motoring of the internal combustion engine 1 is performed. To do.

In the motoring of the internal combustion engine 1 that has been stopped, a large amount of electric power is required to accelerate the internal combustion engine 1 and the motor generator 2 for power generation in the early stage when the rotation speed is low. By supplying power from the auxiliary power storage device 7 to the power generation motor generator 2 together with the main power storage device 3 in the initial stage of the start of the motoring, a decrease in the amount of power stored in the main power storage device 3 is suppressed.

However, since the amount of electric power stored in the auxiliary power storage device 7 is consumed more, there is a concern that the output voltage of the auxiliary power storage device 7 may decrease and the power supply to other electric loads 8 may become unstable. Occurs. Therefore, in step S2, the current or the amount of electric power supplied from auxiliary power storage device 7 to motor generator 2 for power generation is appropriately set so that electric load 8 is not adversely affected.

In addition, the period for supplying electric power from the auxiliary power storage device 7 to the power generation motor generator 2 is extremely short, and if the rotational speeds of the internal combustion engine 1 and the power generation motor generator 2 increase to some extent or more, the main power storage device 3 is quickly The state of supplying electric power to the generator motor/generator 2 is changed from only. For example, in step S3, a predetermined time has elapsed from the start of motoring, the rotation speed of the internal combustion engine 1 or the power-generating motor generator 2 has risen to a predetermined value, and the auxiliary power storage device 7 is directed toward the power-generating motor generator 2. When any of the conditions such as the amount of supplied electric charge or the amount of electric power reaching a predetermined value is satisfied, it is assumed that only the main power storage device 3 shifts to the state of supplying electric power to the motor generator 2 for power generation. ..

The electric power supplied from the auxiliary power storage device 7 to the power generating motor generator 2 for motoring the internal combustion engine 1 and consumed is replenished from the electric power generated by the power generating motor generator 2 to recharge the auxiliary power storage device 7. ..

In the present embodiment, an internal combustion engine capable of supplying a driving force for power generation to a traveling electric motor 4 capable of supplying a driving force for traveling to the driving wheels 62 and a generator 2 generating electric power to be supplied to the traveling electric motor 4. The engine 1, the motoring motor 2 for supplying a driving force for rotating the internal combustion engine 1 to the internal combustion engine 1, the electric power generated by the generator 2 and the traveling motor 4 and the motoring motor 2 are stored. A hybrid vehicle including a main power storage device 3 that can supply power, and an auxiliary power storage device 7 that stores power generated by the generator 2 and can supply power to an electric load 8 other than the traveling motor 4 and the motoring motor 2 When starting the stopped internal combustion engine 1, the motor is driven from both the main power storage device 3 and the auxiliary power storage device 7 only in the initial stage of the motoring in which the internal combustion engine 1 is rotationally driven by the motoring motor 2. The control device 0 of the hybrid vehicle is configured to supply the electric power to the ring electric motor 2 and then shift to the state of supplying the electric power from the main power storage device 3 to the motoring electric motor 2.

According to the present embodiment, when starting the stopped internal combustion engine 1, the electric power output from the auxiliary power storage device 7 is boosted and supplied to the electric motor 2 and can be used for the motoring of the internal combustion engine 1. Therefore, it is possible to reduce the amount of electric power that must always be stored in the traveling main power storage device 3, and it is possible to spend a large amount of electric power for traveling the vehicle. By further expanding the electric traveling area, the chances of burning the fuel to drive the internal combustion engine 1 are reduced, and it is possible to improve the overall fuel consumption performance of the hybrid vehicle and improve the emission.

In addition, by supplying electric power to the electric motor 2 from both the main power storage device 3 and the auxiliary power storage device 7, compared with the case where electric power is supplied to the electric motor 2 from only the main power storage device 3, the internal combustion engine 1 is initially started. It is also expected that the output of the electric motor 2 in the above can be further increased, the rotational speeds of the internal combustion engine 1 and the electric motor 2 can be raised to the point of high efficiency as quickly as possible, and the efficiency of energy consumed for starting can be improved.

The present invention is not limited to the embodiment described in detail above. For example, a buffer capable of supplying electric power to the electric load 8 for the purpose of suppressing an adverse effect on the electric load 8 caused by supplying electric power from the auxiliary power storage device 7 to the electric motor 2 at the beginning of the internal combustion engine 1. A small-capacity power storage device may be additionally provided.

Further, the vehicle in the above-described embodiment is a series hybrid vehicle, and it is not assumed that the driving force output from the internal combustion engine 1 is input to the drive wheels 62 instead of the generator 2. However, the present invention can be applied to a hybrid vehicle in which the driving force output from the internal combustion engine can be supplied to the drive wheels for traveling of the vehicle. In that case, between the internal combustion engine and the driving wheels, a state in which the driving force can be transmitted between the two and a state in which the driving force is not transmitted between the two and the internal combustion engine can rotate independently of the driving wheels A power transmission mechanism that can switch between the states (a clutch that can be switched between on and off, a transmission mechanism that uses a planetary gear, etc.) is provided. Then, when the internal combustion engine is started, the power transmission mechanism is set to the latter state to perform motoring of the internal combustion engine, and when the start of the internal combustion engine is completed, the driving force output by the internal combustion engine is set to the power transmission mechanism in the former state. To be able to supply to the drive wheels.

In addition, the specific configuration of each unit and the contents of processing can be variously modified without departing from the spirit of the present invention.

The present invention can be applied to control of a hybrid vehicle.

0... Control unit (ECU)
1... Internal combustion engine 2... Generator, motoring motor (motor generator for power generation)
4... Running electric motor (running motor generator)
3... Main power storage device 62... Driving wheel 7... Auxiliary power storage device 8... Electric load 9... Bidirectional DC-DC converter

Claims (1)

A traveling electric motor capable of supplying driving force to the driving wheels for traveling,
An internal combustion engine capable of supplying a driving force for power generation to a generator that generates electric power to be supplied to a traveling electric motor or capable of supplying driving power for driving to driving wheels,
A motoring electric motor capable of supplying a driving force for rotating the internal combustion engine to the internal combustion engine;
A main power storage device capable of storing electric power generated by a generator and supplying electric power to a traveling electric motor and a motoring electric motor,
A hybrid vehicle is provided which stores an electric power generated by a generator and includes an auxiliary power storage device capable of supplying electric power to an electric load other than a traveling electric motor and a motoring electric motor,
When starting the stopped internal combustion engine, electric power is supplied from both the main power storage device and the auxiliary power storage device to the motoring motor only in the initial stage of the motoring in which the internal combustion engine is rotationally driven by the motoring motor, and then the main power storage is performed. A control device for a hybrid vehicle that shifts to a state in which electric power is supplied from the device to the motor for motoring.

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