JP2003041966A - Hybrid vehicle control device - Google Patents

Abstract

(57) [Problem] To prevent a decrease in vehicle driving torque when starting an engine by detecting a lock operation state of a motor. SOLUTION: The rotation speed of the motor 2 and the junction temperature of the switching element in the near future after elapse of the engine start time are always estimated, and based on these estimated values, the motor 2 is locked after the elapse of the engine start time. ,
And when it is determined that the torque limitation of the motor 2 is necessary,
The engine 3 was started immediately. This allows
When the motor 2 is in the locked state and the torque must be limited, the engine 3 has completed the start, and the torque can be generated immediately. Therefore, motor 2
The shortage of the vehicle drive torque due to the torque limitation can be immediately compensated for by the engine torque, and a decrease in the vehicle drive torque when the motor 2 is locked can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a hybrid vehicle which uses an engine and / or a motor as a vehicle drive source.

[0002]

2. Description of the Related Art When a permanent magnet synchronous motor is driven at a variable speed by an inverter, when the motor is locked, a direct current flows through the switching element of the inverter, and the current concentrates at the switching element of a specific phase. The temperature of the switching element rises sharply.

In order to solve this problem, it is determined whether the motor is in the lock operation state based on the torque command value and the rotation speed of the motor, and when the motor is in the lock operation state, the junction of the switching element of the inverter ( Overload prevention of the electric vehicle that prevents overheating of the switching element of the inverter by estimating the junction temperature and limiting the output torque of the motor so that the estimated temperature is below the allowable junction temperature of the switching element. A device is known (for example, Japanese Unexamined Patent Publication No. Hei 11)
-215687 gazette).

[0004]

By the way, when the above-mentioned conventional overload preventing device for an electric vehicle is applied to a hybrid vehicle in which both or one of an engine and a motor is used as a driving source of the vehicle, an inverter is used. If the output torque of the engine is increased by the limit of the output torque of the motor in order to prevent overheating of the switching element, the driving force of the vehicle can be kept constant.

However, if the motor is locked and the vehicle is running only with the driving force of the motor when the engine is stopped, it takes time to start the engine and compensate the reduction of the motor torque with the engine torque. During that time, there is a problem that the driving force of the vehicle is temporarily reduced.

An object of the present invention is to prevent a decrease in vehicle drive torque when starting an engine upon detection of a motor lock operation state.

[0007]

The present invention will be described with reference to FIGS. 1 and 2 showing the configuration of an embodiment. (1) The invention of claim 1 provides both the engine 3 and the motor 2 or It is applied to a control device for a hybrid vehicle that drives the vehicle to travel by one of them. And speed detection means 21 and 22 for detecting the rotation speed of the motor 2,
The motor 2 is locked based on the power conversion means 7 for supplying AC power to the motor 2 using the switching element, the calculation means 9 for calculating the junction temperature of the switching element, and the rotation speed and the torque command value of the motor 2. The first determination means 9 for determining whether or not it is in the state, and the rotation speed detection value of the motor 2 and the junction temperature calculation value of the switching element when the first determination means 9 determines that the lock state is established. Estimating means for estimating the rotational speed of the motor 2 and the junction temperature of the switching element after a lapse of time (engine starting time) from the start of starting the engine 3 to the state in which torque can be output based on the change to the present. 9 and the engine rotation speed estimated value after the engine start time has elapsed, the motor 2 is Second determination means 9 for determining whether or not the locked state has been released, and third determination means for determining whether or not torque limitation of the motor 2 is necessary based on the estimated junction temperature value after the engine start time has elapsed. 9 and the second determining means 9 determines that the engine 2 is still in the locked state even after the engine start time has elapsed, and the third determining means 9 determines the motor 2
When it is determined that the torque limitation of 1 is necessary, the control means 5, 9, 10 for starting the engine 3 are provided. (2) The control device for a hybrid vehicle according to claim 2 is a cooling water temperature detecting means for detecting a cooling water temperature of the engine 3.
The correction means 9 corrects the engine start time Δt according to the engine coolant temperature. (3) A control device for a hybrid vehicle according to a third aspect includes an outside air temperature detecting means for detecting the outside air temperature and a correcting means 9 for correcting the engine start time Δt based on the outside air temperature. (4) The control device for a hybrid vehicle according to claim 4 is provided with an engine starting motor 1 which is connected to the engine 3 and starts the engine 3, and the control means 9 sets an estimated junction temperature value after the engine start time Δt elapses. The output torque of the engine starting motor 1 at the time of starting the engine is increased according to the difference from the junction temperature at which the torque limitation of the motor is started. (5) A hybrid vehicle control device according to a fifth aspect of the present invention is such that the engine 3 drives one of the front wheels and the rear wheels of the vehicle and the motor 2 drives the other.

In the section of means for solving the above-mentioned problems, the drawings of one embodiment are used for the sake of easy understanding, but the present invention is not limited to this embodiment. .

[0009]

According to the invention of claim 1, the rotation speed of the motor and the junction temperature of the switching element after the time required to start the engine (engine start time) has elapsed are constantly estimated, and Based on the estimated value of, when the motor is in the locked state after the engine start time has elapsed and it is determined that the torque limit of the motor is necessary, the engine is started. By the time the limitation is needed, the engine has completed starting and can immediately generate torque. Therefore, the vehicle drive torque that is insufficient due to the torque limitation of the motor can be immediately supplemented by the engine torque, and the reduction of the vehicle drive torque when the motor is in the locked state can be prevented. (2) According to the invention of claim 2, it is possible to obtain an accurate engine starting time according to the engine cooling water temperature,
As a result, the estimated junction temperature of the switching element and the estimated engine speed after the engine start time can be accurately obtained. Therefore, the fluctuation of the vehicle drive torque when the motor is in the locked state can be suppressed to a minimum. (3) According to the invention of claim 3, an accurate engine start time corresponding to the outside air temperature can be obtained, and as a result, the junction temperature estimated value and the engine rotational speed estimated value of the switching element after the engine start time has elapsed. Can be accurately determined. Therefore, the fluctuation of the vehicle drive torque when the motor is in the locked state can be suppressed to a minimum. (4) According to the invention of claim 4, the engine start time can be shortened and the engine torque output can be prevented from being delayed at the motor torque limit start time. (5) According to the invention of claim 5, the present invention can be applied to a hybrid vehicle in which the engine drives one of the front wheels and the rear wheels of the vehicle and the motor drives the other. The effect of item 1 can be obtained.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows the configuration of a hybrid vehicle according to an embodiment. This hybrid vehicle is equipped with two motors 1 and 2 and an engine 3, and the vehicle is driven by either or both of the motors 1 and 2 and the engine 3. The motor 1 is connected to the engine 3 and is mainly used for starting the engine 3, but is used for compensating for a torque shortage at the time of starting the engine as necessary. An induction motor or a synchronous motor can be used for the motor 1. The motor 2 is a synchronous motor that generates a traveling driving force. The engine 3 drives the drive wheels via the transmission 4, and the motor 2
Drives the drive wheels directly.

The engine controller 5 performs throttle control, fuel injection control, ignition control, etc. of the engine 3,
The torque and rotation speed of the engine 3 are controlled. Each of the inverters 6 and 7 uses a switching element to convert the DC power of a battery (not shown) into three-phase AC power and supply it to the motors 1 and 2. The motor controller 8 controls the inverter 6 to control the torque of the motor 1, and the motor controller 9 controls the inverter 7 to control the torque of the motor 2.

The vehicle controller 10 controls the engine controller 5 and the motor controller 8 to start and stop the engine 3, sends an engine torque command value Teng to the engine controller 5, and sends a torque command for the motor 1 to the motor controller 8. Value Tm1
To send. Further, the motor controller 8 is controlled to compensate for the delay of the engine torque at the engine start. The vehicle controller 10 is also a motor controller 9
The torque command value Tm2 of the motor 2 is sent to the motor controller 2, and the torque command value Tref after the torque limitation of the motor 2 due to the motor lock operation and the engine start request are received from the motor controller 9.

FIG. 2 is a motor for driving and controlling the motor 2.
-Details of the controller 9 and the inverter 7 are shown. High
The efficiency current table unit (vector control unit) 11 uses the torque
Command value Tref, motor electrical angular frequency ω and battery
-From the high-efficiency current table, based on the voltage VB,
Current d, q axis current command value id to the motor 2^*, Iq
^*To calculate. The current controller 12 determines the real current i of the d and q axes.
d and iq are current command values id ^*, Iq^*To match
d, q-axis voltage command value vd^*, Vq^*To decide. 2 phase 3 phase
The conversion unit 13 determines the d and q axis voltage command values vd.^*, Vq^*The magnetic pole
Three-phase AC voltage command value vu based on the position correction value θb^*, V
v^*, Vw^*Convert to.

The above-mentioned inverter 7 switches the battery voltage by a switching element such as an IGBT based on the three-phase AC voltage command values vu ^* , vv ^* , vw ^* , converts it into a three-phase AC voltage and applies it to the motor 2. To do. Further, the voltage sensor 14 detects the DC voltage (DC link voltage) VB input from the battery 15. The three-phase / two-phase converter 16 converts the three-phase AC real currents iu, iv, iw detected by the current sensors 17 to 19 into two-phase DC real currents id, iq based on the magnetic pole position θa.

The magnetic pole position detector 20 detects the magnetic pole position θa of the motor 2 based on the pulse signal from the pulse generator 21 directly connected to the motor 2. In addition, the motor rotation speed detection unit 22 includes a pulse generator 21.
The rotational speed N of the motor 2 and the electrical angular frequency ω (= p · N (p is the number of pole pairs of the motor 2)) are detected based on the pulse signal from. The temperature detection unit 23 is the inverter 7
The temperature of the switching element is detected by the thermistor 25 (see FIG. 3) installed between the switching element and the cooling fin.

The lock protection control unit 24 detects the locked state of the motor 2 based on the rotation speed N of the motor 2 and the torque command value Tm2 from the vehicle controller 10, and when in the locked state, the three-phase AC actual current iu, The junction temperature Tjmax of the switching element of each inverter phase u, v, w, x, y, z (see FIG. 3) is estimated based on iv, iw. In the unlocked state, the thermistor 25
The temperature Ts detected by is the junction temperature Tjmax of the switching element. The limiting rate α [%] of the torque command value of the motor 2 is determined from the table shown in FIG. 4 based on the highest estimated value or detected value of the junction temperature Tjmax of the switching element of each phase.

As shown in FIG. 4, the junction temperature T
When jmax is equal to or less than a preset threshold value T1, the torque command limit rate α is set to 100%, and when it exceeds the threshold value T1, the torque command limit rate α is increased according to the increase of the junction temperature Tjmax.
When the junction temperature Tjmax exceeds a preset threshold value T2, the torque command limit rate α is set to 0.
Next, based on the torque command limit rate α determined according to the junction temperature Tjmax, the torque command Tref after the torque limit is obtained by the following formula, and sent to the vehicle controller 10.

[Equation 1] Tref = α ・ Tm2

The vehicle controller 10 that has received the torque command value Tref after the torque limit due to the increase of the junction temperature Tjmax receives the difference ΔT between the torque command value Tm2 of the motor 2 before the torque limit and the torque command value Tref after the torque limit.

## EQU2 ## ΔT = Tm2-Tref is added to the torque Teng of the engine 3. That is, FIG.
As shown in, the torque reduced by the torque limitation of the motor 2 is compensated by increasing the torque of the engine 3. As a result, it is possible to prevent the vehicle drive torque from being lowered when the motor torque is limited due to the increase in the junction temperature Tjmax of the inverter switching element.

However, when the engine 3 is stopped, the engine torque can be supplied after the engine is started. Therefore, as shown in FIG. 6, the engine 3 is started after the torque limit of the motor 2 is detected. Then, it is not possible to prevent a decrease in vehicle drive torque. Therefore, the junction temperature Tjmax of the switching element and the rotation speed N of the motor 2 are estimated in consideration of the starting time Δt of the engine 3 to prevent the vehicle drive torque from decreasing.

FIG. 7 is a flowchart showing a lock protection control program according to one embodiment. The operation of the embodiment will be described with reference to this flowchart. The motor controller 9 executes this lock protection control program every predetermined time.

In step 1, it is judged whether or not the motor 2 is in the lock operation state. As shown in FIG.
The rotation speed N [rpm] of the motor 2 is less than or equal to a preset value N1 and the torque command value Tm2 [Nm] is a preset value Tlo.
When in the above "lock region", it is determined that the motor 2 is in the lock operation state. Where N1 and Tlo
Is a determination reference value for determining the locked operation state of the motor 2. When it is determined that the motor 2 is not in the lock operation state, the process proceeds to step 12, the temperature detected by the thermistor 25 is set to the junction Tjmax of the switching element, and the process proceeds to step 10.

On the other hand, when it is determined that the motor 2 is in the lock operation state, the process proceeds to step 2 and the current junction temperature Tjs of the switching element of each phase of the inverter is present.
To estimate. Since the junction temperature of the switching element cannot be actually detected by the sensor, it is estimated by calculation. First, the initial value Tf0 of the cooling fin temperature Tfs of the switching element of each phase and the junction temperature T
The initial value Tj0 of js is calculated by the following equation.

## EQU3 ## Tf0 = Ts + K1, TJ0 = Tf0 + K2 In the above equation, K1 and K2 are constants, and optimum values are set for each switching element.

Next, the current cooling fin temperature Tfs and junction temperature Tjs of each phase switching element are determined by the following equations.

## EQU00004 ## Tfs [n] = (Ts-K3.multidot.I-Tfs [n-1]). Ts
/ K4 + Tfs [n-1], Tjs [n] = (Tfs [n] -K5.I-Tjs [n-1]). Ts / K6
+ Tjs [n-1] In the above equation, I is the three-phase output current iu, iv, iw. Further, K3 to K6 are constants, and the optimum value is set for each phase switching element. The symbol [n] represents the current calculated value, and the symbol [n-1] represents the previous calculated value. Furthermore, ts
Is the sampling time. In the calculation immediately after the motor 2 enters the locked operation state, the initial value Tf0 is set in Tfs [n-1] and the initial value Tj0 is set in Tjs [n-1].
Then, the highest temperature among the junction temperature calculation values Tjs of the switching elements of each phase is selected, and is set as the junction temperature calculation value Tjmax.

In step 3, it is determined whether the engine 3 is stopped. When the engine 3 is already in the operating state, the engine torque can be immediately increased to compensate the torque reduction amount of the motor 2 even if the torque limitation of the motor 2 is performed, and thus the process proceeds to step 10. on the other hand,
When the engine 3 is stopped, the routine proceeds to step 4, where the start time Δt (see FIG. 9) from the start request until the engine 3 is actually started and torque can be output is calculated. Since the engine starting time Δt changes depending on the engine cooling water temperature and the outside air temperature, the engine starting time with respect to the engine cooling water temperature is measured in advance and stored as a map as shown in FIG. 10, for example. Although not shown, the same applies to the engine start time with respect to the outside air temperature.

Next, in step 5, the junction temperature Tjmax and the engine speed N after the engine start time Δt has elapsed are estimated. FIG. 11 shows the estimation method.
Based on the change in the junction temperature Tjmax and the engine speed N from the past time t1 to the present time t2, the time t after the engine start time Δt has elapsed from the time t2.
The junction temperature Tjmax (t3) and the engine rotation speed N (t3) at 3 are estimated by the following equations.

[Formula 5] Tjmax (t3) = {Tjmax (t2) -Tjmax (t1)} · Δ
t / (t2-t1) + Tjmax (t2), N (t3) = {N (t2) -N (t1)}. Δt / (t2-t1) +
N (t2)

At step 6, it is determined whether or not the estimated engine speed N (t3) at time t3 after the engine start time Δt has elapsed exceeds the above-mentioned lock state determination reference value N1, that is, whether or not the lock state is released. Check if If N (t3) exceeds N1 and is out of the locked state, the process proceeds to step 10, and if N (t3) is less than N1 and is not in the locked state, the process proceeds to step 7.

In the following step 7, the engine starting time Δ
Whether the junction temperature estimated value Tjmax (t3) at time t3 after t has exceeded the torque limit start temperature T1 shown in FIG. 4, that is, the junction temperature estimated value Tjmax (t3) after the engine start time Δt has elapsed is the motor 2 Check if the temperature exceeds the torque limit. If the estimated junction temperature value Tjmax (t3) exceeds the torque limit start temperature T1, the process proceeds to step 8 to limit the torque of the motor 2, and if not, the process proceeds to step 10.

When the junction temperature estimated value Tjmax (t3) of the switching element after the engine start time Δt elapses greatly exceeds the torque limit start temperature T1, the torque output of the engine 3 is greater than the torque limit start time of the motor 2. May be delayed. In step 8, the engine starting torque by the motor 1 is added according to the difference between the estimated junction temperature Tjmax (t3) and the torque limit start temperature T1. The additional torque ΔTm1 is determined by the following equation according to the difference between the estimated junction temperature Tjmax (t3) after the engine start time Δt and the torque limit start temperature T1.

(6) ΔTm1 = A · (Tjmax (t3) −T1) where A is a constant. Then, in step 9, a request for starting the engine 3 is output to the vehicle controller 10 and the additional torque Δ is added to the motor controller 8.
Outputs Tm1.

Engine start request and additional torque ΔTm1
The vehicle controller 10 that has received the command sends an engine start command to the engine controller 5 to perform throttle control, fuel injection control and ignition control at the time of starting the engine 3, and adds the addition ΔTm1 to the torque command Tm1 of the motor 1. Then, it is sent to the motor controller 8 to drive the motor 1 to start the engine 3.

In FIG. 4, preset in FIG.
The torque command limit rate α corresponding to the estimated junction temperature Tjmax (t3) after the engine start time Δt has been calculated from the map of the torque command limit rate α with respect to the junction temperature Tjmax shown in FIG. Then, based on the torque command limit rate α, the torque command value Tref after the limit is calculated by the above mathematical expression 1. In step 11, the torque command value Tref after torque limitation is output to the vehicle controller 10.

The vehicle controller 10 that has received the torque command value Tref after the torque limitation calculates the difference ΔT between the torque command value Tm2 of the motor 2 before the torque limitation and the torque command value Tref after the torque limitation according to the above equation 2. It is added to the torque command value Teng of the engine 3 and sent to the engine controller 5. Since the engine 3 has already been started and is ready to output the engine torque when the processing in step 9 is completed, the engine 3 outputs the torque equal to the torque command value Tm2, and the torque limitation is executed. Insufficient torque output of the motor 2 is compensated to keep the vehicle drive torque constant.

As described above, according to this embodiment, the motor 2 in the near future after the engine start time Δt has elapsed.
The rotation speed N (t3) and the junction temperature Tjmax (t3) of the switching element are always estimated, and the motor 2 is in the locked state after the engine start time Δt has elapsed based on these estimated values, and When it is determined that the torque limitation is necessary, the engine 3 is started immediately. Therefore, at the time when the motor 2 is in the locked state and the torque limitation is required, the engine 3 has completed the starting and the torque is immediately changed. Can occur. Therefore, the vehicle drive torque that is insufficient due to the torque limitation of the motor 2 can be immediately supplemented by the engine torque, and a decrease in the vehicle drive torque when the motor 2 is in the locked state can be prevented.

Further, the engine starting time changes depending on the engine cooling water temperature or the outside air temperature, and the starting time becomes long especially at low temperatures. In this embodiment, for example, as shown in FIG. 10, the engine starting time Δt is corrected with respect to the engine cooling water temperature and the outside air temperature, and the accurate engine starting time Δt corresponding to the engine cooling water temperature and the outside air temperature is obtained. Since the estimated junction temperature Tjmax (t3) of the switching element and the estimated engine speed N (t3) of the switching element after the engine start time Δt can be accurately obtained, the fluctuation of the vehicle drive torque at the engine start is minimized. Can be suppressed.

Further, when the estimated junction temperature Tjmax (t3) of the switching element after the engine start time Δt greatly exceeds the torque limit start temperature T1, the torque output of the engine 3 is the torque limit start time of the motor 2. May be later than. In this embodiment, the engine starting torque of the motor 1 is added according to the difference between the estimated junction temperature Tjmax (t3) and the torque limit start temperature T1. As a result, the starting time of the engine 3 can be shortened and the torque output of the engine 3 can be prevented from being delayed at the torque limitation start time of the motor 2.

The present invention can be applied to a hybrid vehicle in which the engine drives one of the front wheels and the rear wheels of the vehicle and the motor drives the other, and detects the locked operation state of the motor. When starting the engine,
It is possible to prevent a decrease in vehicle drive torque.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a hybrid vehicle of an embodiment.

FIG. 2 is a diagram showing details of a motor controller and an inverter used as a travel drive source.

FIG. 3 is a diagram showing details of a power unit of an inverter.

FIG. 4 Junction temperature Tjm of switching element
It is a figure which shows the torque instruction limiting rate (alpha) with respect to ax.

FIG. 5 is a diagram showing a relationship among an engine torque, a motor torque, and a vehicle driving torque at the time of starting the engine.

FIG. 6 is a diagram showing a relationship between an engine torque, a motor torque, and a vehicle driving torque when the engine is started after the torque limit of the motor is detected.

FIG. 7 is a flowchart showing a lock protection control program according to an embodiment.

FIG. 8 is a diagram showing a map of a rotation speed N and a torque command Tm2 for determining a locked state of a motor.

FIG. 9 is a diagram showing an engine start time.

FIG. 10 is a diagram showing characteristics of engine starting time with respect to engine cooling water temperature.

FIG. 11 is a diagram for explaining a method of estimating a junction temperature Tjmax and a rotation speed N of a switching element after the engine start time Δt.

[Explanation of symbols]

1, 2 motor 3 engine 4 transmission 5 engine controller 6,7 inverter 8,9 Motor controller 10 Vehicle controller 11 High efficiency current table (vector control) section 12 Current controller 13 2 phase 3 phase converter 14 Voltage sensor 15 battery 16 3 phase 2 phase converter 17-19 Current sensor 20 Magnetic pole position detector 21 pulse generator 22 Motor speed detector 23 Temperature detector 24 Lock protection controller 25 thermistor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 45/00 360 F02N 11/04 D F02N 11/04 11/08 F 11/08 H02P 5/00 X H02P 5/00 B60K 9/00 E (72) Inventor Toshisada Mitsui 2520 Takaba, Hitachinaka City, Ibaraki Prefecture, Hitachi Ltd. (72) Inventor, Yamato Matsui 2520, Takanaka, Hitachinaka City, Ibaraki Prefecture, Hitachi Ltd. F term (reference) 3G084 BA28 CA01 DA05 DA11 EC01 FA20 FA36 3G093 AA07 BA02 BA15 CA01 CA02 DA12 DB09 EB08 EC02 FA12 FB01 5H115 PA08 PG04 PI16 PU10 PU25 PV09 PV23 QE20 QN02 QN05 QN06 RB26 SE03 SE10 TR12 TU02 TD19 TO05 TR12 TU02 TD19 TO02 TR02 TU02 TD02 TO02 CC04 DD04 EE08 GG01 GG03 GG05 HA07 HB07 HB08 JJ03 KK05 LL07 LL37 LL52 MM06

Claims (5)

[Claims] 1. A control device for a hybrid vehicle in which a vehicle is driven by an engine and / or a motor to drive the vehicle. AC power is supplied to the motor by using a speed detecting means for detecting a rotation speed of the motor and a switching element. Based on the rotation speed and the torque command value of the motor, the power conversion means for supplying, a calculation means for calculating the junction temperature of the switching element,
First for determining whether or not the motor is in a locked state
And the first determination means determines that the engine is in the locked state, the engine based on the change in the rotation speed detection value of the motor and the junction temperature calculation value of the switching element up to the present time. Estimating means for estimating the rotation speed of the motor and the junction temperature of the switching element after a lapse of time (hereinafter, referred to as engine starting time) from the start of starting to the state where torque can be output, and the engine starting time Second determination means for determining whether or not the motor has released from the locked state after the engine start time has elapsed, based on the engine rotational speed estimate after the engine start time, and the junction temperature estimated value after the engine start time has elapsed. Third determining means for determining whether or not the torque limitation of the motor is necessary, and the second determining means. And a control means for starting the engine when it is determined by the third determination means that the motor is in the locked state even after the engine start time has elapsed, and when it is determined by the third determination means that torque limitation of the motor is necessary. Control device for hybrid vehicle. 2. The control device for a hybrid vehicle according to claim 1, further comprising: a cooling water temperature detecting means for detecting a cooling water temperature of the engine; and a correcting means for correcting the engine starting time based on the cooling water temperature of the engine. A control device for a hybrid vehicle, comprising: 3. The hybrid vehicle control device according to claim 1, further comprising: an outside air temperature detecting means for detecting an outside air temperature, and a correcting means for correcting the engine start time based on the outside air temperature. Vehicle control device. 4. The hybrid vehicle control device according to claim 1, further comprising an engine starting motor that is connected to the engine to start the engine, and the control means includes the engine. A hybrid vehicle, wherein the output torque of the motor for starting the engine at the time of starting the engine is increased according to the difference between the estimated value of the junction temperature after the elapse of the starting time and the junction temperature at which the torque limitation of the motor is started. Control device. 5. The control device for a hybrid vehicle according to claim 1, wherein the engine drives one of front wheels and rear wheels of the vehicle,
A control device for a hybrid vehicle, wherein the motor drives the other.