JP2024116005A - Hybrid vehicle control device - Google Patents

Abstract

[Problem] In a series-type hybrid vehicle, the EV driving range is expanded by setting the power output required at engine start to an appropriate value according to the driving conditions. [Solution] A control device for a hybrid vehicle that runs in either EV driving or HV driving, when judging whether or not it is necessary to switch to HV driving while running in EV driving, makes the judgment using at least the current battery power output and the power output required at the start of the internal combustion engine. At that time, the power output required at the start of the internal combustion engine is calculated based on first mapping information related to the power output to the generator motor required for starting the internal combustion engine, second mapping information related to the power output to the drive motor required for the running of the hybrid vehicle while the internal combustion engine is running, and third mapping information related to the power output required during vibration damping control by the generator motor. [Selected Figure] Figure 2

Description

The present invention relates to a control device for a hybrid vehicle.

One example of a system that is installed in a hybrid vehicle equipped with multiple power sources is the so-called series hybrid system. A series hybrid system includes, for example, an engine, a generator motor that generates electricity using engine power, a drive motor that generates driving force for traveling, and a battery that stores the electricity supplied to the drive motor and the like. Hereinafter, a hybrid vehicle equipped with such a series hybrid system will be referred to simply as a "hybrid vehicle." Furthermore, the power output will also be referred to simply as "power" or "output."

Hybrid vehicles run in either EV (Electric Vehicle) mode or HV (Hybrid Vehicle) mode. In EV mode, the vehicle runs only on electricity supplied from a battery, without any power generation from a generator motor. In HV mode, the vehicle runs on both electricity generated by a generator motor powered by the engine and electricity supplied from a battery.

If the battery output during EV driving becomes less than the required power, the engine is started and the vehicle switches to HV driving. The required power is, for example, the sum of the power required for driving, the power required to start the engine, margins, losses (various energy losses), electrical load, etc.

JP 2015-113068 A JP 2018-100013 A

However, in the above-mentioned conventional technology, the "power output required to start the engine" is set as a fixed value based on the maximum possible value. As a result, depending on the driving conditions, the engine starts earlier than necessary, narrowing the EV driving range (situations in which EV driving is possible). Furthermore, if the installed battery becomes smaller, the EV driving range will be reduced, reducing the marketability.

The present invention has been made in consideration of the above circumstances, and aims to provide a control device for a series-type hybrid vehicle that can expand the EV driving range by setting the power output required at engine start-up to an appropriate value according to the driving conditions.

In order to solve the above-mentioned problems, the control device for a hybrid vehicle of the present invention includes an internal combustion engine, a generator motor capable of converting the power of the internal combustion engine into electric power when the internal combustion engine is operating and capable of starting the internal combustion engine using electric power from a battery when the internal combustion engine is not operating, a drive motor that supplies driving force for traveling to drive wheels using electric power, and the battery capable of outputting electric power to the generator motor and the drive motor. The vehicle runs in either EV running, which runs only on electric power supplied from the battery without generating electricity using the generator motor, or HV running, which runs on both electric power generated by the generator motor and electric power supplied from the battery. When determining whether or not it is necessary to switch to HV driving while driving in the EV mode, the determination is made using at least the current power output of the battery and the power output required when starting the internal combustion engine, and the power output required when starting the internal combustion engine is calculated based on first mapping information regarding the power output to the generator motor required to start the internal combustion engine, second mapping information regarding the power output to the drive motor required for running the hybrid vehicle while the internal combustion engine is starting, and third mapping information regarding the power output required during vibration damping control by the generator motor.

According to the above configuration, by dividing the power output required to start the internal combustion engine into three types of mapped information, the power output threshold for starting the internal combustion engine can be set to an appropriate value according to the driving conditions. This makes it possible to expand the EV driving range.

In addition, in the control device for the hybrid vehicle, the power output in the first mapping information is a fixed value or a variable value according to the state of the internal combustion engine at the time of starting the internal combustion engine.

According to the above configuration, it is possible to specifically set appropriate first mapping information.

In addition, in the control device for the hybrid vehicle, the power output in the second mapping information is a fluctuating value that increases as the rotation speed of the drive motor decreases and increases as the required torque of the drive motor increases.

With the above configuration, it is possible to specifically set appropriate second mapping information.

In addition, in the control device for the hybrid vehicle, the power output in the third mapping information has a larger fluctuation value as the vehicle speed of the hybrid vehicle increases.

According to the above configuration, it is possible to specifically set appropriate third mapping information.

According to the present invention, by dividing the power output required to start the internal combustion engine into three types of mapped information, the power output threshold for starting the internal combustion engine can be set to an appropriate value according to the driving conditions. This makes it possible to expand the EV driving range.

FIG. 1 is a diagram showing an example of a main configuration of a hybrid vehicle according to an embodiment. FIG. 2 is a diagram illustrating an outline of the characteristics of the control content in the hybrid vehicle according to the embodiment. FIG. 3 is a graph showing an example of the first mapping information in the embodiment. FIG. 4 is a graph showing an example of the second mapping information in the embodiment. FIG. 5 is a graph showing an example of the third mapping information in the embodiment. FIG. 6 is a graph showing an example of an engine start threshold value in the embodiment. FIG. 7 is a flowchart showing a process in the hybrid vehicle according to the embodiment.

Below, an embodiment of a control device for a hybrid vehicle of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the following embodiment, and the components in the following embodiment include those that a person skilled in the art would easily come up with, those that are substantially the same, and those that are within the scope of what is called equivalent. Furthermore, various omissions, substitutions, modifications, and combinations of the components can be made without departing from the spirit of the following embodiment.

Figure 1 is a diagram showing an example of the main configuration of a hybrid vehicle 1 according to an embodiment. The main configuration of the hybrid vehicle 1 according to this embodiment will be described with reference to Figure 1.

The hybrid vehicle 1 is a vehicle equipped with a series hybrid system 2. The hybrid vehicle 1 includes drive wheels 17, an ECU (Electronic Control Unit) 31, an accelerator sensor 32, a brake switch 33, and a vehicle speed sensor 34.

The hybrid system 2 also includes an engine 11, a generator motor 12 (MG1: generator motor), a drive motor 13 (MG2: drive motor), a battery 14, and a PCU (Power Control Unit) 15.

The engine 11 is, for example, an internal combustion engine such as a gasoline engine.

The generator motor 12 can convert the power of the engine 11 into electricity when the engine 11 is operating, and can start the engine 11 using electricity from the battery 14 when the engine 11 is not operating.

Specifically, the generator motor 12 is configured to convert the power of the engine 11 into electric power, and is, for example, a permanent magnet synchronous motor. The rotating shaft of the generator motor 12 is mechanically connected to the crankshaft of the engine 11 via a gear (not shown). For example, an engine output gear is supported on the crankshaft of the engine 11 so as not to rotate relative to it, and a motor gear is supported on the rotating shaft of the generator motor 12 so as not to rotate relative to it, and the engine output gear and the motor gear are meshed.

The drive motor 13 supplies driving force to the drive wheels 17 using power from the battery 14, etc. Specifically, the drive motor 13 is, for example, a permanent magnet synchronous motor that is larger than the generator motor 12. The rotating shaft of the drive motor 13 is connected to a drive system 16 for driving and rotating the drive wheels 17. The drive system 16 includes a differential gear. The power of the drive motor 13 is transmitted to the differential gear, and is distributed and transmitted from the differential gear to the drive wheels 17 consisting of the left and right front wheels or rear wheels. This causes the left and right drive wheels 17 to rotate, and the hybrid vehicle 1 moves forward or backward.

The battery 14 is configured to be able to output power to the generator motor 12 and the drive motor 13. Specifically, the battery 14 is, for example, a battery pack made up of a combination of multiple secondary batteries (e.g., lithium ion batteries). The battery 14 outputs, for example, DC power of approximately 200 to 350 V.

The PCU 15 is a unit for controlling the driving of the generator motor 12 and the drive motor 13. The PCU 15 includes a first inverter 21, a second inverter 22, and a converter 23.

The first inverter 21 is an inverter device that converts DC power from the converter 23 into AC power and converts AC power generated by the generator motor 12 into DC power.

The second inverter 22 is an inverter device that converts DC power from the converter 23 into AC power and converts AC power generated by regenerative operation of the drive motor 13 into DC power.

The converter 23 is a converter device that boosts the DC power output from the battery 14 or reduces the DC power output from the first inverter 21 or the second inverter 22.

When starting the engine 11, the DC power output from the battery 14 is boosted by the converter 23, the boosted DC power is converted to AC power by the first inverter 21, and the converted AC power is supplied to the generator motor 12. This causes the generator motor 12 to operate in powered mode, and the engine 11 is motored (cranked) by the generator motor 12. When the rotation speed of the crankshaft of the engine 11 has increased to the rotation speed required for starting due to motoring, the ignition plug of the engine 11 is sparked and the engine 11 starts.

When the hybrid vehicle 1 is running, the drive motor 13 is powered and generates power.

When the hybrid vehicle 1 is running and the output required for the drive motor 13 is smaller than the output of the battery 14, the hybrid vehicle 1 runs in EV (Electric Vehicle) mode. That is, in EV mode, the engine 11 is stopped, no power is generated by the generator motor 12, and the drive motor 13 is driven only by the power supplied from the battery 14 via the converter 23 and the second inverter 22.

On the other hand, when the output required of the drive motor 13 exceeds the output of the battery 14 while the hybrid vehicle 1 is running, the hybrid vehicle 1 runs in HV (Hybrid Vehicle) mode. In other words, during HV running, the drive motor 13 is driven by both the power generated by the generator motor 12 and the power supplied from the battery 14.

Specifically, during HV driving, the engine 11 is in operation and the generator motor 12 is in generating operation (regenerative operation), so that the power of the engine 11 is converted to AC power by the generator motor 12. The AC power from the generator motor 12 is then converted to DC power by the first inverter 21, and the DC power is converted to AC power by the second inverter 22, and the AC power is supplied to the drive motor 13. The drive motor 13 is driven by the AC power and power from the battery 14.

When the hybrid vehicle 1 decelerates, the drive motor 13 is operated in regenerative mode, and the power transmitted from the drive wheels 17 to the drive motor 13 is converted into AC power. At this time, the drive motor 13 acts as a resistor in the drive system 16, and this resistance acts as a braking force (regenerative braking force) that brakes the hybrid vehicle 1. At this time, in the PCU 15, the AC power supplied from the drive motor 13 to the second inverter 22 is converted into DC power by the second inverter 22, and the DC power is stepped down by the converter 23. The stepped-down DC power is then supplied to the battery 14, thereby charging the battery 14.

The ECU 31 is a control device that controls the hybrid system 2. An accelerator sensor 32, a brake switch 33, and a vehicle speed sensor 34 are connected to the ECU 31. The ECU 31 obtains the accelerator opening, which is the ratio of the current operation amount to the maximum operation amount of the accelerator pedal, from the detection signal output from the accelerator sensor 32. The ECU 31 also obtains the frequency of the detection signal (pulse signal) from the detection signal output from the vehicle speed sensor 34, and converts the frequency into vehicle speed.

The accelerator sensor 32 is a sensor that outputs a detection signal corresponding to the amount of operation of the accelerator pedal (accelerator opening) operated by the driver's foot.

The brake switch 33 is a sensor that outputs a brake signal indicating the amount of operation of the brake pedal operated by the driver's foot or whether or not the pedal has been depressed.

The vehicle speed sensor 34 is a sensor that outputs a pulse signal as a detection signal synchronized with the rotation of a rotor that rotates as the hybrid vehicle 1 travels. The method by which the ECU 31 recognizes the vehicle speed is not limited to a method using a detection signal obtained from the vehicle speed sensor 34, and may be, for example, a method using vehicle speed-related information obtained from the PCU 15 or a vehicle stability control (VSC) via a controller area network (CAN).

The hybrid vehicle 1 is equipped with multiple ECUs including an ECU 31. Each ECU has a microcontroller unit (microcomputer). The microcomputer has built-in components such as a central processing unit (CPU), a non-volatile memory such as a flash memory, and a volatile memory such as a dynamic random access memory (DRAM). The multiple ECUs are interconnected to enable two-way communication using the CAN communication protocol. Various sensors required for control are connected to each ECU, and detection signals from the connected sensors are input. In addition to the detection signals input from the various sensors, information required for control is input from other ECUs to each ECU.

Here, FIG. 2 is an explanatory diagram outlining the characteristics of the control content in the hybrid vehicle 1 of the embodiment. In the hybrid vehicle 1, when the output of the battery 14 (symbol A10) during EV driving becomes smaller than the sum of the power output (symbol A1) required for driving, the output (symbol A2) required when starting the engine 11, the margin (symbol A3), losses (symbol A4) (various energy losses), the electrical load (symbol A5), etc., the engine 11 is started and the driving mode is switched to HV driving.

In conventional technology, the "output required to start the engine" was set as a fixed value based on the maximum possible value. As a result, depending on the driving conditions, the engine would start earlier than necessary, narrowing the EV driving range.

Below, we explain a technology that can expand the EV driving range by adjusting the power output required at engine start to an appropriate value according to the driving conditions.

When the hybrid vehicle 1 is running in EV mode, the ECU 31 determines whether or not it is necessary to switch to HV running using at least the current power output of the battery 14 and the power output required when starting the engine 11. At that time, the ECU 31 uses three types of subdivided mapping information, the first mapping information (P1), the second mapping information (P2), and the third mapping information (P3), as the power output required when starting the engine 11. Note that mapping information is information that associates the value of a specific parameter with the value of another parameter, and may be in any format, such as a table format or a function format.

Here, FIG. 3 is a graph showing an example of the first mapping information in the embodiment. The first mapping information is information regarding the power output to the generator motor 12 required to start the engine 11.

The power output in the first mapping information is, for example, set as a fixed value (vertical axis) relative to the vehicle speed (horizontal axis).

However, the power output in the first mapping information is not limited to this, and may be a variable value according to the state of the engine 11 at the time of starting the engine 11. Specifically, for example, the power output in the first mapping information may be a variable value that is smaller the higher the temperature of the liquid related to the engine 11 (engine oil, coolant, etc.). This is because it is considered that the higher the temperature of the liquid, the smaller the output to the generator motor 12 required to start the engine 11.

For example, the power output in the first mapping information may be a variable value depending on whether the engine 11 is completely stopped or not. Also, if the engine 11 is rotating by inertia, the variable value may be a variable value depending on the rotation speed. This is because it is considered that the output to the generator motor 12 required to start the engine 11 differs depending on these.

In this way, the first mapping information can be set to the appropriate content.

Next, FIG. 4 is a graph showing an example of the second mapping information in an embodiment. In (a) and (b), the horizontal axis is time, and the vertical axis is the value of each parameter. Note that the numbers on the vertical axis are positive on the upper side of 0 and negative on the lower side. (a) is a case where the start timing of the engine 11 is early, and no sudden deceleration of the vehicle body due to a lack of power occurs. On the other hand, (b) is a case where the start timing of the engine 11 is late, and sudden deceleration of the vehicle body due to a lack of power occurs.

Symbol G11 indicates the vehicle speed. Symbol G12 indicates the RPM of the engine 11.

Symbol G13 indicates the upper limit (guard value) of the torque of the drive motor 13. Symbol G14 indicates the required torque of the drive motor 13. Symbol G15 indicates the actual torque of the drive motor 13.

Symbol G16 indicates the upper limit of the output of the battery 14. Symbol G17 indicates the output of the battery 14. Symbol G18 indicates the power of the drive motor 13 (above 0 is the power used, below 0 is the power generated; the same applies below). Symbol G19 indicates the power of the generator motor 12.

The outline of the control is as follows. First, the case (a) will be described. When the accelerator is turned ON, the required torque (symbol G14) of the drive motor 13 increases, and the actual torque (symbol G15) of the drive motor 13 increases due to the feedforward control.

When it is time to start the engine 11, the power (symbol G19) of the generator motor 12 increases in order to start the engine 11. In response to this, the upper limit (symbol G13) of the torque of the drive motor 13 temporarily decreases, and the actual torque (symbol G15) of the drive motor 13 also temporarily decreases, but because the degree of decrease is small, no sudden deceleration of the vehicle body occurs.

Next, the case of (b) will be described. As with the case of (a), the description of certain matters will be omitted as appropriate. When the time comes to start the engine 11, the power (symbol G19) of the generator motor 12 increases in order to start the engine 11. In response to this, the upper limit (symbol G13) of the torque of the drive motor 13 temporarily decreases, and the actual torque (symbol G15) of the drive motor 13 also temporarily decreases. Since the degree of decrease is large, a sudden deceleration of the vehicle body occurs.

Taking into account such vehicle performance, second mapping information is set to allow the engine 11 to start earlier. The second mapping information is information regarding the power output to the drive motor 13 required for the hybrid vehicle 1 to run while the engine 11 is starting.

The power output in the second mapping information is set as a variable value that increases as the rotation speed of the drive motor 13 decreases and increases as the required torque of the drive motor 13 increases, for example. Specifically, it is as shown in (c). In (c), the horizontal axis is the rotation speed of the drive motor 13 and the vertical axis is the output to the drive motor 13. Also, symbols G21 to G29 indicate the cases where the required torque (Nm) is 20, 40, 60, 80, 100, 120, 140, 160, and 170, respectively. The data shown in the graph in (c) can be calculated, for example, from actual measurement data or simulation data.

In this way, the second mapping information can be set to the appropriate content.

Next, FIG. 5 is a graph showing an example of the third mapping information in the embodiment. In (a), the horizontal axis is time, and the vertical axis is the value of each parameter. Note that the numbers on the vertical axis are positive with respect to 0 being positive on the upper side, and negative with respect to 0 being negative on the lower side.

The symbol G31 indicates the upper limit of the output of the battery 14. The symbol G32 indicates the upper limit of the power of the drive motor 13. The symbol G33 indicates the output of the battery 14.

The symbol G34 indicates the power of the drive motor 13. The symbol G35 indicates the power of the generator motor 12.

The outline of the control is as follows. Basically, the power of the drive motor 13 (symbol G34) is controlled so as not to exceed the upper limit of the power of the drive motor 13 (symbol G32), and the output of the battery 14 (symbol G33) is controlled so as not to exceed the upper limit of the output of the battery 14 (symbol G31).

Note that although the power of the drive motor 13 (symbol G34) temporarily exceeds the upper power limit of the drive motor 13 (symbol G32), there is no problem because the output of the battery 14 (symbol G33) does not exceed the upper output limit of the battery 14 (symbol G31).

Then, using data obtained from various driving patterns, third mapping information is set regarding the power output required during vibration damping control by the drive motor 13. For example, the power output in the third mapping information has a larger fluctuation value as the vehicle speed of the hybrid vehicle 1 increases.

Specifically, this is as shown in (b) and (c). In (b), the vertical axis is the output used during vibration damping control by the drive motor 13, and the horizontal axis is the vehicle speed. For the multiple plotted points, a regression line (regression line or regression curve) is calculated using, for example, the least squares method.

In (c), the vertical axis is the output required during vibration damping control by the drive motor 13, and the horizontal axis is the vehicle speed. In this way, third mapping information with appropriate content can be set.

Next, FIG. 6 is a graph showing an example of the engine start threshold in the embodiment. (a) is the sum of the first mapping information, the second mapping information, and the third mapping information. The vertical axis is the output, and the horizontal axis is the rotation speed of the drive motor 13. Also, symbols G41 to G49 respectively show the cases where the required torque (Nm) is 20, 40, 60, 80, 100, 120, 140, 160, and 170. Symbol G400 is the corresponding value in the prior art.

(b) is the output of the battery 14 minus the value in (a). The vertical axis is the output, and the horizontal axis is the rotation speed of the drive motor 13. Also, symbols G51 to G59 indicate the cases where the required torque (Nm) is 20, 40, 60, 80, 100, 120, 140, 160, and 170, respectively. Symbol G500 is the corresponding value in the prior art.

The threshold value for starting the engine 11 is determined by subtracting the power output, margin, losses, electrical load, etc. required for driving from the value in the graph (b). In this way, an appropriate threshold value can be set.

Next, FIG. 7 is a flowchart showing the processing in the hybrid vehicle 1 of the embodiment.

First, in step S1, the ECU 31 determines whether the hybrid vehicle 1 is running in EV mode. If the answer is Yes, the ECU 31 proceeds to step S2. If the answer is No, the ECU 31 ends the process.

In step S2, the ECU 31 calculates the output required for driving (reference symbol A1 in FIG. 2).

Next, in step S3, the ECU 31 calculates the output (A2 in FIG. 2) required when starting the engine 11 based on the mapping information. Specifically, as described above, the ECU 31 calculates the output (FIG. 6(a)) required when starting the engine 11 as the power output required when starting the engine 11 using three types of mapping information, the first mapping information (FIG. 3), the second mapping information (FIG. 4(c)), and the third mapping information (FIG. 5(c)).

Next, in step S4, the ECU 31 obtains the margin, loss, and electrical load.

Next, in step S5, the ECU 31 calculates the total value of the data calculated or acquired in steps S2 to S4 (output required for driving, output required when starting the engine 11, margin, loss, and electrical load).

Next, in step S6, the ECU 31 acquires the current output of the battery 14.

Next, in step S7, the ECU 31 determines whether the current output of the battery 14 is smaller than the total value calculated in step S5. If the answer is Yes, the ECU 31 proceeds to step S8, and if the answer is No, the process ends.

In step S8, the ECU 31 switches the hybrid vehicle 1 from EV driving to HV driving.

In this way, according to the control device of the hybrid vehicle 1 of this embodiment, the power output required when starting the engine 11 is subdivided into three types of mapping information, so that the threshold value of the power output for starting the engine 11 can be set to an appropriate value according to the driving conditions. In other words, as described above, by using the first mapping information, second mapping information, and third mapping information with appropriate contents, the threshold value of the power output for starting the engine 11 can be set to an appropriate value according to the driving conditions. This makes it possible to expand the EV driving range. Note that, among the first mapping information, second mapping information, and third mapping information, it is the second mapping information that particularly contributes to expanding the EV driving range.

More specifically, for example, since it is no longer necessary to always assume the worst value as the output required when starting the engine, the EV driving range during acceleration with low to medium accelerator pedal opening can be expanded in the low vehicle speed range (Figure 6(b). Compare with symbol G500, which is the corresponding value of the prior art). Also, in the medium to high vehicle speed range, the EV driving range during acceleration with low to high accelerator pedal opening can be expanded (Figure 6(b). Compare with symbol G500, which is the corresponding value of the prior art).

In addition, even if the installed battery 14 becomes smaller, the reduction in the EV driving range can be suppressed, and the deterioration of marketability can be suppressed.

In addition, expanding the EV driving range will improve fuel efficiency and enhance marketability.

The program executed by the ECU 31 of this embodiment can be provided by recording it in an installable or executable file format on a recording medium that can be read by a computer device, such as a CD (Compact Disc)-ROM (Read Only Memory), a flexible disk (FD), a CD-R (Recordable), or a DVD (Digital Versatile Disk). The program can also be provided or distributed via a network such as the Internet.

Although an embodiment of the present invention has been described, this embodiment is presented as an example and is not intended to limit the scope of the invention. This new embodiment can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the gist of the invention. This embodiment and its modifications are included in the scope and gist of the invention, and are included in the scope of the invention and its equivalents described in the claims.

For example, the physical quantities on the vertical and horizontal axes of each piece of mapping information are not limited to those described above. For example, in the second mapping information shown in FIG. 4(c), the horizontal axis is not limited to the rotation speed of the drive motor 13, and may also be the required torque of the drive motor 13 or vehicle acceleration.

1... hybrid vehicle, 11... engine, 12... generator motor, 13... drive motor, 14... battery, 15... PCU, 16... drive system, 17... drive wheels, 21... first inverter, 22... second inverter, 23... converter, 31... ECU, 32... accelerator sensor, 33... brake switch, 34... vehicle speed sensor

Claims (4)

A control device for a hybrid vehicle comprising: an internal combustion engine; a generator motor capable of converting motive power of the internal combustion engine into electric power when the internal combustion engine is in operation and capable of starting the internal combustion engine using electric power from a battery when the internal combustion engine is not in operation; a drive motor that supplies driving force for traveling to drive wheels using electric power; and a battery capable of outputting electric power to the generator motor and the drive motor, the hybrid vehicle running in either an EV (Electric Vehicle) running mode in which the vehicle runs only on electric power supplied from the battery without generating electric power using the generator motor; or an HV (Hybrid Vehicle) running mode in which the vehicle runs on both electric power generated by the generator motor and electric power supplied from the battery,
When determining whether or not it is necessary to switch to the HV driving mode during the EV driving mode, the determination is made using at least the current power output of the battery and the power output required at the start of the internal combustion engine, and at that time,
First mapped information relating to an electric power output to the generator motor required for starting the internal combustion engine;
second mapping information relating to an electric power output to the electric motor for driving the hybrid vehicle during starting of the internal combustion engine;
Third mapped information relating to a power output required during vibration damping control by the generator motor;
and calculating a power output required at the start of the internal combustion engine based on the calculated power output. The control device for a hybrid vehicle according to claim 1, wherein the power output in the first mapping information is a fixed value or a variable value according to the state of the internal combustion engine at the time of starting the internal combustion engine. The control device for a hybrid vehicle according to claim 1, wherein the power output in the second mapping information is a variable value that increases as the rotation speed of the drive motor decreases and increases as the required torque of the drive motor increases. The control device for a hybrid vehicle according to claim 1, wherein the power output in the third mapping information has a greater fluctuation value as the vehicle speed of the hybrid vehicle increases.

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