JP5518672B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle that estimates an atmospheric pressure based on an operating state of an internal combustion engine.

  In general, in an internal combustion engine, a change in atmospheric pressure corresponding to a traveling altitude (elevation) appears as a change in intake air density, so that the torque generated at the same throttle opening differs.

  A hybrid vehicle having an internal combustion engine and a motor outputs a required torque from the integrated controller to the internal combustion engine, and calculates a throttle opening for realizing the required torque in the internal combustion engine from predetermined map information and the like. Since it is generally adapted on the premise of standard atmospheric pressure, the required torque from the integrated controller cannot be realized when the intake air density is low, such as at high altitude, and the drivability of the entire vehicle is reduced.

  Accordingly, an atmospheric pressure detection means for directly measuring the atmospheric pressure under the usage environment of the internal combustion engine is provided, and atmospheric pressure correction for preventing the influence of atmospheric pressure change is performed based on the information obtained by the atmospheric pressure detection means. Yes.

  In order to realize atmospheric pressure correction at a low cost, it is desirable to use detection information of various sensors that are normally used without using a dedicated pressure sensor (atmospheric pressure sensor) for detecting atmospheric pressure.

  In Patent Document 1, in order to calculate the intake air amount of the engine, detection information (intake pipe pressure) of a pressure sensor provided downstream of the throttle valve is used, and the measured value of the intake pipe pressure of the throttle valve fully opened value is approximately Atmospheric pressure is estimated by assuming that it is equal to the atmospheric pressure, and atmospheric pressure with relatively low accuracy is calculated when the fuel is decelerated, but it is proposed to reduce the deviation from the actual atmospheric pressure by limiting it to a predetermined value. Has been.

  Further, in Patent Document 2, the intake air amount of the engine is obtained as a volume flow rate (calculated from the rotation speed and throttle opening) and a mass flow rate (calculated from an air flow meter), respectively, and a high altitude determination is performed by comparing these. It has been proposed that the atmospheric pressure is estimated only when the throttle opening is equal to or greater than a predetermined value.

Japanese Patent No. 4127707 Japanese Patent No. 3000512 JP 2007-40173 A

  However, in the case of a hybrid vehicle, both the engine and the motor are controlled by the integrated controller so that the vehicle is basically operated on the optimum fuel consumption line. Therefore, the throttle valve of the internal combustion engine is compared with an engine vehicle equipped with only the internal combustion engine. There is little opportunity for the valve to be fully open, and if it is attempted to estimate the atmospheric pressure when the throttle valve is fully opened, the atmospheric pressure estimation frequency is low and sufficient atmospheric pressure correction cannot be performed.

  In addition, when estimating if the throttle opening is equal to or greater than a predetermined value, it is relatively easy to ensure the atmospheric pressure estimation frequency even in a hybrid vehicle, but the throttle opening at the time of atmospheric pressure estimation is not fixed. Atmospheric pressure estimation accuracy is reduced due to macro effects such as clogging. In order to improve atmospheric pressure estimation accuracy, it is desirable to perform estimation in a fixed operating state.

  The present invention has been made in view of the above points, and an object thereof is to provide a control device for a hybrid vehicle that can improve the estimation accuracy of atmospheric pressure.

  The control device for a hybrid vehicle according to the present invention that solves the above-described problems makes it possible to take advantage of the characteristics of the hybrid vehicle and cooperate with the internal combustion engine and the motor in a predetermined driving state (for example, under the same throttle opening) each time. The estimation accuracy of the atmospheric pressure can be improved by estimating the atmospheric pressure.

  According to the control apparatus for a hybrid vehicle of the present invention, the atmospheric pressure is estimated while maintaining the operation state of the internal combustion engine in a preset operation state, so that the estimation accuracy of the atmospheric pressure can be improved, and the high accuracy The estimated atmospheric pressure can be obtained. Since the motor compensates for the excess or deficiency of the torque generated in the internal combustion engine by maintaining the operating state, it can be performed at an appropriate timing and frequency such as when correction of atmospheric pressure is required without affecting the mobility of the vehicle. Atmospheric pressure can be estimated.

The figure which shows the structural example of the engine apparatus in this invention. The figure which shows an example of the block diagram of atmospheric pressure estimation calculation. An example of an atmospheric pressure estimation routine. An example of a time chart when carrying out an atmospheric pressure estimation routine.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram illustrating a configuration example of an engine device for a hybrid vehicle according to the present embodiment.

  A hybrid vehicle to which the present invention is applied has an engine device 1 that is an internal combustion engine and a motor (not shown). In this embodiment, the motor is described as an example of a motor generator that combines power generation and drive, but a drive motor that performs only drive may be used.

  The engine body 2 of the engine device 1 is a DOHC type multi-cylinder four-cycle engine in which a cylinder head 3 is provided with a cam shaft 31 for an intake valve 32 and a cam shaft 33 for an exhaust valve 34.

  An air cleaner 11, an air flow sensor 43, a throttle body 13, a collector 14, and an intake pipe 15 are attached to the intake side of the engine body 2. The air flow sensor 43 detects the intake air amount of the air taken in from the air cleaner 11 (intake air flow rate detection means). The throttle body 13 accommodates an electric throttle valve (ETC) 13a for controlling the intake air amount of air supplied to the engine body 2, and a throttle sensor (throttle for detecting the opening degree of the electric throttle valve 13a). An opening degree detecting means) 42 is attached. The electric throttle valve 13a has a configuration capable of changing the throttle opening based on a control signal from the engine control device 8. An intake pipe internal pressure sensor (intake pipe internal pressure detection means) 44 for detecting the internal pressure of the intake pipe 15 is attached to the intake pipe 15 located downstream of the electric throttle valve 13a.

  The air taken in from the air cleaner 11 passes through the air flow sensor 43 and the throttle body 13, is introduced into the collector 14, is distributed to each cylinder 4 a of the cylinder block 4 by the intake pipe 15, and then the piston 5, the cylinder 4 a, etc. To the combustion chamber 2a formed.

  The engine body 2 is provided with an injector 21 and a spark plug 22 for each cylinder. The injector 21 injects fuel such as gasoline supplied from a fuel tank (not shown) through a fuel pipe (not shown) at a predetermined timing. The fuel injected from the injector 21 is mixed with air in the intake passage of the engine body 2 and supplied to the combustion chamber 2a as an air-fuel mixture. The spark plug 22 ignites in the combustion chamber 2 a by the ignition signal that has been increased in voltage by the ignition coil 23.

  A water temperature sensor 41, a crank angle sensor 45, and a cam angle sensor 46 are attached to the engine body 2. The water temperature sensor 41 measures the water temperature of the cooling water that cools the engine body 2 and outputs the signal to the engine control device 8. The crank angle sensor 45 detects the rotation angle of the rotating body 36 attached to the crankshaft 6 of the engine body 2 and outputs an angle signal indicating the rotation position of the crankshaft 6 to the engine control device 8. The cam angle sensor 46 detects the rotation angle of the rotating body 35 that is rotatably attached to the cam shaft 31 that drives the intake valve 32, and outputs an angle signal representing the rotation position of the cam shaft 31 to the engine control device. 8 is output.

  An exhaust pipe 16 is attached to the exhaust side of the engine body 2. The exhaust pipe 16 is provided with an air-fuel ratio sensor 17 that detects the oxygen concentration in the exhaust gas and outputs a detection signal to the engine control device 8, an exhaust gas purification catalyst 18, and the like.

FIG. 2 is a diagram illustrating an example of a block diagram of atmospheric pressure estimation calculation.
The estimated atmospheric pressure calculation means 51 is embodied as an internal function of the engine control device 8 by executing a program set in advance. The estimated atmospheric pressure calculating means 51 estimates the estimated atmospheric pressure Pa based on the operating state of the engine device 1. For example, the estimated atmospheric pressure calculating means 51 detects the throttle opening φ detected by the throttle sensor 42 and the intake pipe pressure sensor 44. Based on the intake pipe pressure Pm and the intake air amount Ga detected by the air flow sensor 43, the estimated atmospheric pressure Pa is calculated using the following theoretical formula (1).

  Here, C is a flow coefficient, A (φ) is the opening area of the throttle body 13 (which changes according to the throttle opening φ), R is a gas constant, and T is the intake air temperature.

  Note that the calculation method of the estimated atmospheric pressure Pa may be changed as appropriate.For example, when the throttle valve 13a is fully open, the intake pipe pressure Pm is equivalent to the atmospheric pressure. The intake pipe pressure Pm detected by the pressure sensor 44 may be used as the estimated atmospheric pressure Pa.

  In the above, the intake pipe pressure sensor 44 is used to calculate the intake pipe pressure Pm. However, the intake pipe pressure Pm can be obtained by modeling the intake pipe pressure without using the intake pipe pressure sensor 44 ( (See Patent Document 3).

Next, the atmospheric pressure estimation routine in this embodiment will be described with reference to FIG.
First, in step S102, in order to determine whether or not to shift to the subsequent atmospheric pressure estimation mode, temporary estimated atmospheric pressure calculation is executed to calculate temporary estimated atmospheric pressure Pa_tmp (temporary estimated atmospheric pressure calculating means). Here, the throttle opening as described later is not fixed, and the temporary estimated atmospheric pressure Pa_tmp is calculated with the desired (arbitrary) throttle opening. The method of calculating the temporary estimated atmospheric pressure Pa_tmp includes the throttle opening φ indicating the operating state of the engine device 1, the intake pipe pressure Pm detected by the intake pipe pressure sensor 44, and the intake air amount Ga detected by the air flow sensor 43. Based on this, for example, the calculation is performed using the above formula (1).

  The provisional estimated atmospheric pressure Pa_tmp is calculated to determine whether to switch to the atmospheric pressure estimation mode, is less accurate than the estimated atmospheric pressure Pa estimated in the atmospheric pressure estimation mode, and is not used for correcting engine control. . Therefore, although it can be executed at the desired throttle opening, in order to perform the atmospheric pressure estimation mode transition determination with higher accuracy, the throttle opening may be within a predetermined range.

  Next, in step S104, an atmospheric pressure estimation mode shift determination is performed to determine whether or not to shift to the atmospheric pressure estimation mode. Here, a deviation between the temporary estimated atmospheric pressure Pa_tmp calculated in step S102 and the estimated atmospheric pressure Pa currently used in engine control is obtained, and it is determined whether or not the deviation is equal to or greater than a preset threshold value. Processing is performed. If the deviation is equal to or greater than a predetermined threshold (YES in step S104), it is determined that the atmospheric pressure has changed and the atmospheric pressure needs to be corrected, and the atmospheric pressure should be estimated with high accuracy. The process proceeds to step S106 and subsequent steps. On the other hand, if the deviation is less than the predetermined threshold value (NO in step S104), it is determined that there is no or little change in atmospheric pressure, and correction of atmospheric pressure is unnecessary, and this routine ends.

  In the determination in step S104, a threshold value that is a condition for determining whether or not to shift to the atmospheric pressure estimation mode may be changed according to the direction in which the atmospheric pressure changes. That is, when the temporary estimated atmospheric pressure Pa_tmp is larger than the atmospheric pressure Pa (Pa_tmp> Pa), the intake air density increases as compared with the case where the temporary estimated atmospheric pressure Pa_tmp is smaller than the atmospheric pressure Pa (Pa_tmp <Pa). Since the torque is increasing, the threshold for shifting to the atmospheric pressure estimation mode may be reduced so that the atmospheric pressure estimation is performed early and reflected in the engine control.

  In step S106, processing for calculating insufficient torque ΔTrq is performed. The insufficient torque ΔTrq is a torque that is insufficient with respect to the required torque required for the engine apparatus 1 when the operating state of the engine apparatus 1 is maintained, and is requested from the integrated controller that controls the engine apparatus 1 and the motor in an integrated manner. This is a deviation amount between the engine torque requirement and the actual torque at the time of atmospheric pressure estimation throttle opening TVOpa.

  In step S108, it is determined whether or not the insufficient torque ΔTrq can be supplemented by the motor. In the atmospheric pressure estimation mode, since the throttle opening of the electric throttle valve 13a is fixed to the atmospheric pressure estimation throttle opening TVOpa, there is a case where only a torque lower than the engine required torque can be output from the engine device 1. Even in this case, it is necessary to maintain the driver's required torque, that is, the driving torque of the entire vehicle from the viewpoint of drivability. If the motor can compensate for the torque shortage of the engine device 1 by fixing the throttle opening, the drivability can be prevented from being lowered.

  If the deficient torque ΔTrq cannot be compensated for by the motor, this routine ends and the atmospheric pressure is maintained with the throttle opening kept constant when the motor can be compensated for the next time, for example when the SOC (State of Charge) of the battery becomes large. Shift to estimation mode.

  When the insufficient torque ΔTrq can be supplemented by the motor, the process proceeds to the atmospheric pressure estimation mode after step S110. In step S110, the throttle opening of the electric throttle valve 13a is held at the atmospheric pressure estimation throttle opening TVOpa, which is the throttle opening for the atmospheric pressure estimation mode, and the deficient torque ΔTrq of the engine device 1 is also motorized. The torque of the motor is increased to compensate. Then, in a state where the insufficient torque ΔTrq is supplemented by the motor, the process proceeds to step S112.

  In step S112, processing for calculating the estimated atmospheric pressure Pa is performed (estimated atmospheric pressure calculating means). This calculation can be calculated using the above equation (1), for example, similarly to step S102. In this case, unlike step S102, since the throttle opening is held at the preset atmospheric pressure estimation throttle opening (TVOpa), there is little influence of variation, and high-precision atmospheric pressure estimation is performed. Is possible.

  After the atmospheric pressure estimation is completed in step S112, the atmospheric pressure estimation mode is exited and the process proceeds to step S114, where the throttle opening is returned to the normal state and the motor torque is released to return to the operation state before the start of this routine. Return and finish.

  In the above description, if it is determined in step S108 that the motor cannot compensate for the insufficient torque, the routine is terminated, but in this case, the actual atmospheric pressure is changed. Since the atmospheric pressure estimated value is not updated, the performance as an engine is degraded.

  Therefore, the estimated atmospheric pressure calculation may be performed using the temporary estimated atmospheric pressure Pa_tmp obtained by the atmospheric pressure estimation temporary calculation. That is, until the shift to the atmospheric pressure estimation mode, the estimated atmospheric pressure may be temporarily subtracted from the estimated estimated atmospheric pressure as the estimated atmospheric pressure, or the estimated atmospheric pressure may be a weighted average of the estimated temporary atmospheric pressure.

Next, a time chart of the atmospheric pressure estimation calculation based on FIG. 3 will be described with reference to FIG.
In the atmospheric pressure time chart, the broken line indicates the actual atmospheric pressure, and the solid line indicates the estimated atmospheric pressure (Pa), and indicates the change in the atmospheric pressure when the vehicle travels from low altitude to high altitude to low altitude.

  Here, the temporary estimated atmospheric pressure Pa_tmp (not shown) is always calculated by performing the temporary estimated atmospheric pressure calculation. The value of the temporary estimated atmospheric pressure Pa_tmp shows a value close to the actual atmospheric pressure although it includes an error. At time t1, which is the timing at which the estimated atmospheric pressure Pa calculated in the previous atmospheric pressure estimation mode and the temporary estimated atmospheric pressure Pa_tmp are separated from each other by a predetermined value (threshold value) or more, it is determined that the atmospheric pressure needs to be corrected. Transition to estimation mode. At this time, the throttle opening is maintained at the atmospheric pressure estimation throttle opening TVOpa, and the motor torque is increased to correct the torque corresponding to the decrease in engine torque. By executing the estimated atmospheric pressure calculation in this state, the estimated atmospheric pressure can be matched with the actual atmospheric pressure.

  At time t2, the throttle opening is returned to the normal opening, the correction amount of the motor torque is canceled, and the atmospheric pressure estimation mode is terminated. After that, the temporary estimated atmospheric pressure calculation (t2 to t3) is executed again, and when the estimated atmospheric pressure Pa and the temporary estimated atmospheric pressure Pa_tmp are separated from each other by a predetermined value or more (time t3, t5), the process again shifts to the atmospheric pressure estimation mode. Then, the estimated atmospheric pressure calculation is executed.

  The above example shows atmospheric pressure estimation calculation in a scene where engine torque is required. However, idle stop is prohibited before shifting to idle stop where engine torque is unnecessary, and the throttle opening is fixed at that timing. As described above, the atmospheric pressure estimation calculation may be performed. At this time, waste of energy can be reduced by regenerating the surplus torque generated by the motor.

  Further, in order to improve fuel efficiency, the estimated atmospheric pressure calculation may be performed by fixing the throttle opening similarly at the time of deceleration fuel cut instead of prohibiting idling stop. In general, when engine torque is unnecessary in a hybrid vehicle, the fuel injection is stopped and the engine is shifted to the idle stop, and the engine device is disconnected from the drive shaft so that the deceleration due to the engine friction is zero and the regeneration by the motor is maximized. To be decelerated. Therefore, the engine device is immediately stopped and the intake air amount is lost. Therefore, when the engine apparatus 1 does not have the intake pipe pressure sensor 44, the atmospheric pressure cannot be estimated.

  Therefore, when the mode is shifted to the atmospheric pressure estimation mode, the atmospheric pressure may be estimated by setting the engine device to the drive shaft so that the engine can be rotated even during deceleration. In this case, since the amount of regeneration by the motor is reduced, it may be executed in a scene that requires a large deceleration or a scene with a high SOC where the amount of regeneration cannot be increased in the first place.

  Further, when the engine device 1 has a configuration for detecting the intake pipe pressure Pm using the intake pipe pressure sensor 44, the following atmospheric pressure estimation calculation can be executed. The intake pipe pressure Pm varies in various ways depending on the operating conditions during engine combustion, but gradually returns to an atmospheric pressure equivalent during idle stop. Therefore, when the atmospheric pressure estimation mode is entered, the idle stop period can be extended until the intake pipe pressure Pm returns to the atmospheric pressure equivalent, and the intake pipe pressure Pm at that time can be set to the estimated atmospheric pressure. At this time, in order to quickly return the intake pipe pressure Pm to the atmospheric pressure, an operation such as fully opening the throttle opening of the electric throttle valve 13a may be performed.

  According to the hybrid vehicle control device of the present invention described above, the operating state of the engine device 1 is held in a preset driving state, and the motor is compensated for insufficient torque generated in the engine device 1 by the holding, Since atmospheric pressure is estimated, the accuracy of atmospheric pressure estimation can be improved, and atmospheric pressure can be corrected at an appropriate timing and frequency when atmospheric pressure correction is required without affecting the vehicle's mobility. Can be estimated.

  In particular, in the present invention, atmospheric pressure estimation is executed at a fixed operating point every time, so fluctuations due to macro effects such as fluctuations in the intake air flow rate due to fluctuations in operating conditions and clogging of the air cleaner can be minimized. It is possible to improve the estimation accuracy of the atmospheric pressure.

  Further, in the present invention, the atmospheric pressure estimation mode for calculating the temporary estimated atmospheric pressure based on the operating state of the engine device 1 such as the throttle opening degree and the intake pipe pressure and estimating the atmospheric pressure based on the temporary estimated atmospheric pressure. Therefore, it is possible to shift to the atmospheric pressure estimation mode only when it is determined that the correction of the atmospheric pressure is necessary. Therefore, high-precision atmospheric pressure estimation can be performed while minimizing changes in the operating state due to the shift to the atmospheric pressure estimation mode.

  As the atmospheric pressure estimation mode, the atmospheric pressure can be estimated with the intake air flow rate determined every time by holding the throttle opening at the atmospheric pressure estimation throttle opening TVOpa, and the error of the estimated atmospheric pressure is suppressed. be able to.

  When the throttle opening is small, there is a large variation in the opening area due to microscopic effects such as dimensional tolerances and deposits near the throttle valve. On the other hand, in the region where the throttle opening is large, the entire intake system cannot be ignored. As described above, the opening area tends to vary due to macro effects such as clogging of the air cleaner. In view of the above, if the estimation is performed every time with the throttle opening having a small influence, the atmospheric pressure can be estimated more accurately.

  Further, in the hybrid vehicle in which the engine apparatus 1 is equipped with the intake pipe pressure sensor 44, the time until the intake pipe pressure sufficiently returns to the atmospheric pressure because the intake pipe pressure Pm returns to the atmospheric pressure by idling stop. By ensuring the idling stop time, it is possible to accurately estimate the atmospheric pressure.

  In the direction in which the atmospheric pressure decreases, the intake air density decreases, so the torque decreases. On the other hand, in the direction in which the atmospheric pressure increases, the intake air density increases and the torque increases. When the torque increases, torque exceeding the driver's request is output, so it is desirable to estimate the atmospheric pressure early. Therefore, by changing the conditions for shifting to the atmospheric pressure estimation mode, for example, changing the threshold value in the direction of increasing or decreasing atmospheric pressure, the changes in the driving state can be minimized and the driver's intention The above torque generation can be suppressed.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described.

1 Engine device (internal combustion engine)
8 Engine controller 6 Crankshaft 13a Electric throttle valve (ETC)
31, 33 Camshaft 32 Intake valve (valve)
34 Exhaust valve (valve)
42 Throttle sensor 43 Airflow sensor 44 Intake pipe pressure sensor 45 Crank angle sensor 46 Cam angle sensor 51 Estimated atmospheric pressure calculation means

Claims (8)

A control device for a hybrid vehicle including an internal combustion engine and a motor,
When calculating the temporary estimated atmospheric pressure based on the operating state of the internal combustion engine, determining whether to estimate the atmospheric pressure based on the temporary estimated atmospheric pressure, and when determining to estimate the atmospheric pressure and wherein the holding to a preset operating state the operating state of the internal combustion engine, while the excess and deficiency of torque generated in the internal combustion engine by the holding compensated by the motor, to estimate the atmospheric pressure A control device for a hybrid vehicle. A temporary estimated atmospheric pressure calculating means for calculating a temporary estimated atmospheric pressure based on the operating state of the internal combustion engine;
Transition determining means for determining whether or not to shift to an atmospheric pressure estimation mode for estimating the atmospheric pressure based on the temporary estimated atmospheric pressure calculated by the temporary estimated atmospheric pressure calculating means;
An operating state holding means for holding the operating state of the internal combustion engine in a preset operating state when it is determined by the transition determining means to shift to the atmospheric pressure estimation mode;
When the actual torque realized by holding the operating state by the operating state holding means is insufficient with respect to the required torque required for the internal combustion engine, the insufficient torque is output from the motor. Compensation means to
Based on the operating state of the internal combustion engine, the operating state of the internal combustion engine is held in a preset operating state by the operating state holding unit, and the insufficient torque is compensated for by the motor by the compensation unit. Estimated atmospheric pressure calculating means for estimating the atmospheric pressure and calculating the estimated atmospheric pressure;
The control apparatus for a hybrid vehicle according to claim 1, comprising:   The transition determining means compares the temporary estimated atmospheric pressure calculated by the temporary estimated atmospheric pressure calculating means with the currently set estimated atmospheric pressure to determine whether or not the deviation is greater than or equal to a threshold, The control apparatus for a hybrid vehicle according to claim 2, wherein when it is determined that the deviation is equal to or greater than a threshold value, it is determined to shift to the atmospheric pressure estimation mode.   The hybrid vehicle control according to claim 2, wherein the transition determination unit changes a condition for transition to the atmospheric pressure estimation mode according to a direction in which the temporary estimated atmospheric pressure increases or decreases. apparatus. The internal combustion engine includes an electric throttle valve capable of changing a throttle opening based on a control signal,
The operating state holding means holds the operating state in a preset operating state by fixing the throttle opening of the electric throttle valve to a preset atmospheric pressure estimating throttle opening. The control device for a hybrid vehicle according to any one of claims 2 to 4, wherein the control device is a hybrid vehicle control device. The internal combustion engine includes an intake air flow rate detecting means for detecting an intake air flow rate, and a throttle opening degree detecting means for detecting a throttle opening degree of a throttle valve,
The estimated atmospheric pressure calculating means calculates the estimated atmospheric pressure based on the intake air flow rate detected by the intake air flow rate detecting means and the throttle opening degree detected by the throttle opening degree detecting means. The control apparatus of the hybrid vehicle as described in any one of Claims 2-4.   2. The atmospheric pressure is estimated by continuing the operation in a state where the operation of the internal combustion engine can be stopped, and maintaining the operation state of the internal combustion engine in a preset operation state. The hybrid vehicle control apparatus described. The internal combustion engine includes an intake pipe pressure detection means for detecting an intake pipe pressure.
After the operation of the internal combustion engine is stopped, the intake pipe pressure detected by the intake pipe pressure detection means is set to the atmospheric pressure after a preset reference time has elapsed as the time until the pipe pressure of the intake pipe returns to atmospheric pressure. The hybrid vehicle control device according to claim 1, wherein the control device estimates the hybrid vehicle.

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