JP4225317B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly to engine start control of a hybrid vehicle including an engine and a motor as a power source.

  In recent years, hybrid vehicles using both the engine and the motor as power sources have been put into practical use in order to reduce the fuel consumption of the engine. Various systems such as a series system and a parallel system have been proposed for such hybrid vehicles, but a series-parallel hybrid system in which an engine and two motor generators are connected by a planetary gear mechanism. Has been proposed. In such a series-parallel hybrid system, the driving force of the engine and the motor is controlled by the power split mechanism configured by the planetary gear mechanism.

  In such a hybrid vehicle, stop or operation of the engine is selected according to the traveling situation. In particular, when the engine is started, the engine torque greatly fluctuates, so that rattling noise (hereinafter also referred to as “abnormal noise”), vibration, and the like are generated at the meshing portions of the gears constituting the planetary gear mechanism. It has been known.

  Therefore, for example, in a hybrid vehicle disclosed in Japanese Patent Laid-Open No. 2005-318721 (Patent Document 1), the rotation angle of the motor is sequentially detected, and the motor torque is substantially determined based on the transition of the detected rotation angle. If the noise is generated by the meshing mechanism due to the fluctuation of the engine torque, and if it is determined that the noise is generated, the torque from the motor is reduced. A gradually increasing configuration is disclosed. According to this configuration, even if the motor torque is substantially zero, an effect of suppressing the generation of abnormal noise in the meshing mechanism due to fluctuations in engine torque can be obtained.

Furthermore, the hybrid vehicle disclosed in Patent Document 1 discloses a configuration in which the braking torque from the braking device is increased when the stopped state of the hybrid vehicle cannot be maintained by the torque from the motor.
JP 2005-318721 A JP-A-9-170533

  However, a braking device such as a wheel brake obtains a braking torque by a frictional force generated by mechanically displacing a pad or the like. Therefore, the torque is instantaneously changed by changing an applied voltage, frequency, phase, or the like. Responsiveness is low compared to a motor that can. For this reason, even if a command is given to the motor and the braking device at the same time, the torque generated by the motor exceeds the braking torque generated by the braking device, which may reduce the drivability.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a hybrid vehicle having a hybrid drive device including an engine and a motor when the engine is started from when the vehicle is stopped. It is providing the hybrid vehicle which suppresses the drivability fall.

  According to the present invention, there is provided a hybrid vehicle including a hybrid drive device including a power transmission member coupled to a wheel, an engine and a motor coupled to the power transmission member, and a meshing mechanism coupled to the power transmission member. . The hybrid vehicle according to the present invention includes a starting means for starting the engine by rotating the engine, a braking torque applying means for applying a braking torque to the wheels, and a start for generating a predetermined torque from the motor when the engine is requested to start. An hour motor control means and a braking torque control means for applying a predetermined braking torque from the braking torque applying means in order to maintain the stop state against the torque generated by the motor when an engine start request is made. Furthermore, the start-time motor control means delays the application of the braking torque by the braking torque applying means and generates a predetermined torque from the motor.

  According to the hybrid vehicle of the present invention, the start-time motor control means delays the application of the braking torque by the braking torque applying means and generates a predetermined torque from the motor. Therefore, even if the time until the braking torque is generated in the braking torque applying means is longer than the time until the motor generates torque, the braking torque applying means exceeds the torque generated by the motor. Such braking torque is applied.

  Preferably, the start-time motor control means outputs a command for applying the predetermined torque after a predetermined time has elapsed after the braking torque control means gives a command for applying the predetermined braking torque to the braking torque applying means. To give.

  Preferably, the braking torque applying means generates a signal indicating the braking torque generated by itself, and the start-time motor control means is a command for applying a predetermined torque according to a signal to which the braking torque applying means responds. To the motor.

Preferably, the braking torque applying means includes a hydraulically driven wheel brake.
Preferably, the engine further includes engine starting means for starting the engine after application of the predetermined braking torque from the braking torque applying means is completed.

  Preferably, the start-time motor control means generates a predetermined torque from the motor so as to suppress generation of abnormal noise in the meshing mechanism due to engine torque fluctuation accompanying engine start.

  According to the hybrid vehicle of the present invention, it is possible to suppress the drivability deterioration when the engine is started from the time when the vehicle is stopped.

  Embodiment 1 of the present invention will be described in detail with reference to the drawings. Note that the same or corresponding parts in the drawings are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
1 is a schematic configuration diagram of a hybrid vehicle according to a first embodiment of the present invention.

  Referring to FIG. 1, a hybrid vehicle (hereinafter simply referred to as “vehicle”) 1 includes a hybrid drive device 10, a control device 20, a start switch 25, a differential gear 30, an axle 40, wheels (drive). Wheel) 50a, wheel (driven wheel) 50b, wheel braking device 60, brake pedal 70, brake pedal depression sensor 75, hydraulic control unit 80, and hydraulic path 85.

  The hybrid drive device 10 generates a driving force for the vehicle 1. A more detailed description of the hybrid drive device 10 will be described later. The driving force generated by the hybrid drive device 10 is transmitted to the axle 40 through the differential gear 30 and used for rotationally driving the wheels 50a. The differential gear 30 absorbs a difference in rotation between the left and right wheels 50a using a resistance difference from the road surface.

  A control device 20 composed of an electronic control unit (ECU) is a device / circuit mounted on an automobile in order to operate the vehicle 1 on which the hybrid drive device 10 is mounted according to a driver's instruction. Control the overall operation of the group.

  The start switch 25 gives an engine start request to the control device 20 in response to an operation of a push button switch or an ignition switch (not shown) by the driver.

  The wheel braking device 60 is a wheel brake provided corresponding to each of the wheels 50a and 50b, and generates a braking torque corresponding to the depression amount of the brake pedal 70 by the driver for the corresponding wheel 50a or 50b. . As an example, the wheel braking device 60 includes a disc brake including a rotor connected to the wheel 50a or 50b and a pad for applying a frictional force to the rotor in the axial direction, or a drum and a drum connected to the wheel 50a or 50b. A drum brake composed of a lining that applies a frictional force in the circumferential direction. The wheel braking device 60 generates the braking torque by mechanically displacing the pad, the lining, and the like by the hydraulic pressure generated by the hydraulic control unit 80 being transmitted through the hydraulic path 85. The wheel braking device 60 does not have to be the same type of brake in the wheels 50a and 50b. For example, the wheel braking device 60 is a disc brake for the driving wheel 50a and a drum for the driven wheel 50b. It may be a brake.

  The hydraulic control unit 80 generates a predetermined hydraulic pressure in response to a braking torque command given from the control device 20 in accordance with the depression amount detected by a brake pedal depression sensor 75 provided on the brake pedal 70. Therefore, the braking torque by the wheel braking device 60 is in accordance with the depression amount of the brake pedal 70.

  In the vehicle 1 shown in FIG. 1, only the wheel 50a is configured to be driven by receiving the driving force from the hybrid drive device 10, but the hybrid drive device 10 or the illustration is also applied to the wheel 50b. It may be configured to be driven by other driving means.

Next, the configuration of the hybrid drive device 10 will be described.
FIG. 2 is a more detailed configuration diagram of the hybrid drive apparatus 10 shown in FIG.

  Referring to FIG. 2, hybrid drive apparatus 10 according to the first embodiment of the present invention includes an engine (E / G) 112 such as an internal combustion engine that operates by combustion of fuel, and a spring that absorbs rotational fluctuations of engine 112. Type damper device 114, planetary gear type power split mechanism 120 that mechanically distributes the output of engine 112 transmitted via damper device 114 to first motor generator 116 and output member 118, and output member 118 And a second motor generator 122 for applying a rotational force to the motor.

  The engine 112, the damper device 114, the power split mechanism 120, and the first motor generator 116 are coaxially arranged in the axial direction, and the second motor generator 122 is arranged on the outer peripheral side of the damper device 114 and the power split mechanism 120. Are arranged concentrically.

  The power split mechanism 120 is a single-pinion type planetary gear device, which is a sun gear 120s connected to the motor shaft 124 of the first motor generator 116 as three rotating elements, a carrier 120c connected to the damper device 114, and a second Ring motor 120r connected to rotor 122r of motor generator 122 is included.

  The output member 118 is integrally fixed to the rotor 122r of the second motor generator 122 with a bolt or the like, and is connected to the ring gear 120r of the power split mechanism 120 via the rotor 122r. The output member 118 is provided with an output gear 126, and the bevel gear type differential gear 30 is decelerated and rotated through the large gear 130 and the small gear 132 of the intermediate shaft 128, and the wheel 50a shown in FIG. Power is distributed.

  In the first embodiment of the present invention, the power split mechanism 120, the output member 118, the output gear 126, the large gear 130, the intermediate shaft 128, the small gear 132, and the differential gear 30 serve as “power transmission members” up to the wheels 50a. Constitute.

  First motor generator 116 and second motor generator 122 are electrically connected to power storage device (battery) 140 via first M / G controller 136 and second M / G controller 138, respectively. Each of these motor generators 116 and 122 has a generator driven by a rotational drive state in which electric energy from power storage device 140 is supplied and rotationally driven at a predetermined torque, and by rotational braking (electric braking torque of the motor generator itself). The operation can be switched between a charged state in which the power storage device 140 is charged with electric energy and a no-load state in which the motor shaft 124 and the rotor 122r are allowed to freely rotate.

FIG. 3 is a schematic configuration diagram illustrating the control device 20.
Referring to FIG. 3, control device 20 includes a controller 21 configured by a CPU and a memory area 22 configured by a RAM, a ROM, and the like. The engine 112 is controlled in its operating state such as its rotational speed and torque by the control device 20 controlling the fuel injection amount, throttle valve opening, ignition timing (start command), and the like.

  The first M / G controller 136 and the second M / G controller 138 are also controlled by the control device 20. That is, the control device 20 gives a control command to the first M / G controller 136 and the second M / G controller 138 by executing a processing routine in accordance with a preset program, and the first M / G controller 136 is controlled according to the driving situation. The running mode by motor generator 116 and second motor generator 122 is switched between motor running, charging running, engine / motor running, and the like.

  Further, the control device 20 gives a braking torque command to the hydraulic control unit 80 in accordance with the brake depression amount received from the brake pedal depression sensor 75 and a preset program.

  Referring to FIG. 2 again, in Embodiment 1 of the present invention, when engine 112 is started from a state where vehicle 1 is stopped, first motor generator 116 is driven as an electric motor. Then, the ring gear 120r of the power split mechanism 120 becomes a reaction force element, and the torque of the first motor generator 116 is transmitted to the engine 112 via the motor shaft 124, the carrier 120c and the damper device 114, and the engine 112 is cranked (rotation driven). ) As the engine 112 is cranked, fuel is injected and ignited to establish self-sustaining rotation of the engine 112. When the self-rotation of the engine 112 is established, torque from the engine 112 is transmitted to the output member 118 through the damper device 114, the carrier 120c, and the ring gear 120r. The torque of the output member 118 is transmitted to the wheels 50a through the output gear 126, the large gear 130, the small gear 132, and the differential gear 30 to generate a driving force.

  By the way, the engine 112 converts the thermal energy generated by the combustion of the fuel into a rotational motion, so that torque fluctuation is unavoidable. In particular, when the engine speed is equal to or lower than a predetermined speed, combustion is unstable and the fluctuation range of the engine torque becomes large. When such engine torque fluctuations occur, abnormal noise due to impact may occur in the meshing mechanism connected to a power transmission member (for example, the ring gear 120r) from the engine 112 to the wheel 50a. In the first embodiment of the present invention, the “meshing mechanism” includes a meshing portion of gears constituting power split mechanism 120, a meshing portion of output gear 126 and large gear 130, and a meshing portion of small gear 132. Etc. are included.

  Therefore, as disclosed in Patent Document 1, a predetermined torque is generated from the second motor generator before the engine is started, and the meshing portion between the gears constituting the power split mechanism 120 and the output gear 126 are large. It is known to suppress abnormal noise generated by the meshing mechanism by applying a pressing force to the meshing portion with the gear 130 and the meshing portion of the small gear 132. Hereinafter, the torque generated by the second motor generator in order to give the pressing force is also referred to as “pressing torque”.

  On the other hand, the pressing torque generated by the second motor generator is transmitted to the output member 118 via the ring gear 120r. Therefore, if the braking torque is not applied to the wheels 50a, there is a possibility that some shock will occur in the vehicle 1. That is, the vehicle 1 may receive a pressing torque from the second motor generator 122 and cause an instantaneous displacement. When an engine start request is generated by a driver's operation, a braking torque can be reliably applied by a parking lock brake or the like by setting the engine start condition that the shift position is the parking position. However, when an engine start request is generated while the vehicle is stopped due to a charging request from the charging device, the braking torque cannot be reliably applied. Therefore, it is desirable to suppress the shock generated in the vehicle 1 by generating the pressing torque from the second motor generator and simultaneously applying the braking torque from the wheel braking device 60.

  As described above, the wheel braking device 60 receives the hydraulic pressure transmitted from the hydraulic control unit 80 via the hydraulic path 85 and generates a braking torque. There is a delay time (dead time) before the braking torque is generated. On the other hand, the second motor generator 122 instantaneously generates a pressing torque according to the voltage, frequency, phase, etc. applied from the second M / G controller 138.

  That is, the response of the wheel braking device 60 to the command from the control device 20 is lower than the response of the second motor generator. Therefore, even when the control device 20 simultaneously gives the pressing torque command and the braking torque command to the hydraulic control unit 80 and the second M / G controller 138, the timing at which the wheel braking device 60 generates the braking torque is as follows. Delayed from the timing at which the second motor generator 122 generates the pressing torque. Therefore, the pressing torque generated by the second motor generator 122 may exceed the braking torque applied by the wheel braking device 60, and may shock the vehicle 1.

  Therefore, in the first embodiment of the present invention, the generation of the pressing torque by the second motor generator 122 is delayed from the application of the braking torque by the wheel braking device 60. For example, the control device 20 gives the pressing torque command to the second M / G controller 138 after a predetermined time has elapsed after giving the braking torque command to the wheel braking device 60.

  FIG. 4 is a diagram for explaining temporal changes in the braking torque by the wheel braking device 60 and the pressing torque by the second motor generator 122.

  FIG. 4A shows a case where commands are simultaneously given to the wheel braking device 60 and the second motor generator 122.

FIG. 4B shows the case according to the first embodiment of the present invention.
Referring to FIG. 4A, when an engine start request occurs at time t0, a braking torque command is given to hydraulic control unit 80, and a pressing torque command is sent to second M / G controller 138. Given. Then, the second motor generator 122 starts generating the pressing torque according to the pressing torque command at time t1. On the other hand, the wheel braking device 60 starts generating braking torque according to the braking torque command at time t2 (> t1). Here, in the period of time t0 to t3, the pressing torque generated by the second motor generator 122 exceeds the braking torque actually generated by the wheel braking device 60. That is, it means that the vehicle 1 may be shocked during the period of time t0 to t3.

  On the other hand, referring to FIG. 4B, in the first embodiment of the present invention, when an engine start request is generated at time t0, control device 20 first gives a braking torque command to hydraulic control unit 80. . If sudden torque fluctuations are applied to the meshing mechanism, abnormal noise may occur as in the case of engine torque fluctuations. Therefore, the braking torque command increases at a predetermined rate (change rate). Then, wheel braking device 60 starts generating torque according to the braking torque command at time t2. Then, the control device 20 gives a pressing torque command to the second M / G controller 138 at time t0 + ΔT delayed by the delay time ΔT from time t0. Then, the second motor generator 122 starts generating torque according to the pressing torque command.

  Thereafter, after the wheel braking device 60 completes the generation of the predetermined braking torque and the second motor generator 122 completes the generation of the predetermined pressing torque, the control device 20 starts the engine 112 using the first motor generator. Ranking and start engine 112.

  As described above, the control device 20 gives the pressing torque command to the second motor generator 122, and then gives the braking torque command to the hydraulic control unit 80 after the delay time ΔT has elapsed. The pressing torque from the motor generator 122 does not exceed the braking torque from the wheel braking device 60, and the vehicle 1 is kept stationary. The delay time ΔT can be determined in advance by experimentally measuring response time delays in the hydraulic control unit 80, the hydraulic path 85, the wheel braking device 60, and the like.

  FIG. 5 is a flowchart showing an example of engine start control according to the first embodiment of the present invention.

  Referring to FIG. 5, control device 20 sequentially checks the generation of an engine start request according to the establishment of a predetermined condition (step S100), and when an engine start request is generated (YES in step S100), hydraulic control is performed. An increase in the braking torque command is started for the unit 80 (step S102). Then, the control device 20 waits for a predetermined delay time ΔT (step S104). Then, after waiting for a predetermined delay time ΔT, the control device 20 starts increasing the pressing torque command to the second M / G controller 138 (step S106).

  The control device 20 determines whether or not the pressing torque command has reached a predetermined value (step S108). If the pressing torque command has reached a predetermined value (YES in step S108), wheel braking is performed. It is determined that the generation of the predetermined braking torque by device 60 and the generation of the predetermined pressing torque by second motor generator 122 have been completed. At this time, the control device 20 gives a rotation command to the first M / G controller 136, cranks the engine 112 by the first motor generator 116, and starts the engine 112 (step S110).

  In the first embodiment of the present invention, second motor generator 122 corresponds to a “motor”. Further, the first M / G controller 136 and the first motor generator 116 implement “starting means”. Further, the hydraulic control unit 80, the hydraulic path 85, and the wheel braking device 60 implement “braking torque applying means”. Further, the control device 20 implements “starting motor control means” and “braking torque control means”.

  According to the first embodiment of the present invention, since the pressing torque command given to the second M / G controller is delayed with respect to the braking torque command given to the hydraulic pressure control unit, the second M / G controller pushes the pressing torque. The response time from when the hydraulic control unit receives the braking torque command until the braking device actually exerts the braking torque, compared to the response time when the second motor generator actually generates the pressing torque after receiving the command. Even in the case of a long length, it is possible to avoid the pressing torque from exceeding the braking torque. Therefore, a shock to the vehicle due to the pressing torque can be suppressed, and a decrease in drivability when the engine is started after the vehicle is stopped can be suppressed.

[Embodiment 2]
In the above-described first embodiment of the present invention, the configuration for giving a time difference to the commands to the second M / G controller 138 and the hydraulic pressure control unit 80 has been described. A pressing torque command may be given to the second M / G controller 138 according to a value indicating the torque.

  Since the configuration of the hybrid vehicle according to the second embodiment of the present invention is similar to that of vehicle 1 according to the first embodiment of the present invention, detailed description will not be repeated.

  Referring again to FIG. 1, hydraulic control unit 80 generates hydraulic pressure in response to a braking torque command from control device 20, and simultaneously responds to the generated hydraulic value to control device 20. The hydraulic pressure value generated by the hydraulic control unit 80 can be regarded as a value indicating the pressing pressure of the pad or the lining in the wheel braking device 60, that is, the braking torque generated by the wheel braking device 60. Therefore, the control device 20 may adjust the pressing torque command to be given to the second M / G controller 138 in accordance with the hydraulic value to which the hydraulic control unit 80 responds.

  FIG. 6 is a diagram for explaining temporal changes in the braking torque by the wheel braking device 60 and the pressing torque by the second motor generator 122 in the second embodiment of the present invention.

  Referring to FIG. 6, when an engine start request is generated at time t <b> 0, control device 20 gives a braking torque command to hydraulic control unit 80. Then, the hydraulic pressure generated by the hydraulic control unit 80 rises with a delay from the braking torque command. The control device 20 generates a pressing torque command according to the hydraulic pressure value to which the hydraulic pressure control unit 80 responds, and gives the pressing torque command to the second M / G controller 138. As an example, the control device 20 generates a pressing torque command by multiplying a hydraulic value to which the hydraulic control unit 80 responds by a predetermined proportional constant. Then, the second motor generator 122 can generate the pressing torque so as not to exceed the hydraulic value generated by the hydraulic control unit 80, that is, the braking torque generated by the wheel braking device 60.

  FIG. 7 is a flowchart showing an example of engine start control according to the second embodiment of the present invention.

  Referring to FIG. 7, control device 20 sequentially checks the generation of an engine start request according to the establishment of a predetermined condition (step S200), and when an engine start request is generated (YES in step S200), hydraulic control is performed. An increase in the braking torque command is started with respect to the unit 80 (step S202).

  Further, the control device 20 acquires a hydraulic pressure value to which the hydraulic pressure control unit 80 responds (step S204). Then, the control device 20 determines a pressing torque command according to the acquired hydraulic pressure value of the hydraulic control unit 80 (step S206), and gives the determined pressing torque command to the second M / G controller 138 (step S208). ). Further, control device 20 determines whether or not the determined pressing torque command has reached a predetermined value (step S210), and if the pressing torque command has not reached the predetermined value (NO in step S210). ), The above steps S204 to S210 are repeatedly executed. When the pressing torque command reaches a predetermined value (YES in step S210), the control device 20 generates the predetermined braking torque by the wheel braking device 60 and the second motor generator 122. It is determined that the generation of the predetermined pressing torque has been completed, a rotation command is given to the first M / G controller 136, the engine 112 is cranked by the first motor generator 116, and the engine 112 is started (step S212).

  According to the second embodiment of the present invention, the hydraulic pressure control unit responds with a hydraulic pressure value generated according to the braking torque command, and the pressing torque applied to the second M / G controller according to the responded hydraulic pressure value. Determine the directive. That is, the pressing torque command corresponding to the pressing torque to be generated by the second motor generator is determined according to the hydraulic pressure value indicating the braking torque actually generated by the braking device. Even if this variation occurs, it is possible to reliably avoid the pressing torque from exceeding the braking torque. Therefore, a shock to the vehicle due to the pressing torque can be suppressed, and a decrease in drivability when the engine is started after the vehicle is stopped can be suppressed.

  Further, according to the second embodiment of the present invention, the pressing torque command is determined in accordance with the hydraulic pressure value responded from the hydraulic pressure control unit. Therefore, in the first embodiment of the present invention, the variation of the hydraulic pressure rise time, etc. Compared to the case where the delay time is set to be relatively long in consideration of the above, the time from when the engine start request is received until the predetermined pressing torque is generated can be shortened, and the engine can be started more quickly.

  In the first and second embodiments of the present invention described above, torque generation from the second motor generator and braking torque from the braking device are mainly used for the purpose of suppressing noise generation in the meshing mechanism at the time of starting the engine. Although the case of giving is described, it is not limited to this purpose. For example, the present invention can be similarly applied to a case where a predetermined torque is applied from the second motor generator for the purpose of canceling a reaction force generated in the power split mechanism due to a change in engine torque.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram of a hybrid vehicle according to a first embodiment of the present invention. It is a more detailed block diagram of the hybrid drive device shown in FIG. It is a schematic block diagram explaining a control apparatus. It is a figure for demonstrating the temporal change of the braking torque by a wheel braking device, and the pressing torque by a 2nd motor generator. It is a flowchart which shows an example of starting control of the engine according to Embodiment 1 of this invention. It is a figure for demonstrating the time change of the braking torque by the wheel braking device in Embodiment 2 of this invention, and the pressing torque by a 2nd motor generator. It is a flowchart which shows an example of starting control of the engine according to Embodiment 2 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 10 Hybrid drive device, 20 Control device, 21 Controller, 22 Memory area, 25 Start switch, 30 Differential gear, 40 Axle, 50a wheel (drive wheel), 50b Wheel (driven wheel), 60 wheel brake device, 70 brake pedal, 75 brake pedal depression sensor, 80 hydraulic control unit, 85 hydraulic path, 112 engine (E / G), 114 damper device, 116 first motor generator, 118 output member, 120c carrier, 120s sun gear, 120r ring gear, 120 power split mechanism, 122 second motor generator, 122r rotor, 124 motor shaft, 126 output gear, 128 intermediate shaft, 130 large gear, 132 small gear, 136 first M / G controller, 138 second M / G control Control unit, 140 power storage device, ΔT delay time.

Claims (6)

A hybrid vehicle comprising a hybrid drive device including a power transmission member coupled to a wheel, an engine and a motor coupled to the power transmission member, and a meshing mechanism coupled to the power transmission member,
Starting means for starting by rotating the engine;
Braking torque applying means for applying braking torque to the wheel;
A start-time motor control means for generating a predetermined torque from the motor at the time of an engine start request;
Braking torque control means for applying a predetermined braking torque from the braking torque applying means in order to maintain a stop state against the torque generated by the motor when the engine start is requested,
The start-up motor control means is a hybrid vehicle that generates a predetermined torque from the motor after the braking torque is applied by the braking torque applying means.   The start-up motor control means is a command for applying the predetermined torque after a predetermined time has elapsed since the braking torque control means gave a command for applying the predetermined braking torque to the braking torque applying means. The hybrid vehicle according to claim 1, wherein the motor is supplied to the motor. The braking torque applying means generates a signal indicating a braking torque generated by itself,
2. The hybrid vehicle according to claim 1, wherein the starting motor control unit gives a command for applying the predetermined torque to the motor in response to the signal to which the braking torque applying unit responds.   The hybrid vehicle according to any one of claims 1 to 3, wherein the braking torque applying means includes a hydraulically driven wheel brake.   The hybrid vehicle according to any one of claims 1 to 4, further comprising engine starting means for starting the engine after application of the predetermined braking torque from the braking torque applying means is completed.   The start-time motor control means generates a predetermined torque from the motor so as to suppress generation of abnormal noise in the meshing mechanism due to engine torque fluctuation accompanying the start of the engine. The hybrid vehicle of any one of Claims.

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