JP2013112304A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle, which can prevent the breakage of an inverter circuit due to an excessively large flow of current.SOLUTION: When the absolute current value of an alternating current flowing from an inverter circuit 23 to a motor generator 3 increases to become equal to or more than a given threshold smaller than a rated current value for the inverter circuit 23, a clutch 8 in its connected state is shifted to a disconnected state, which mechanically separates the motor generator 3 from a drive shaft 4. This eliminates disturbance to motor control, such as the fluctuation of torque and revolution speed of an engine 2, thereby suppresses an increase in the current flowing from the inverter circuit 23 to the motor generator 3. In addition, control over the drive of the engine 2 can be continued independently of the rotation of the motor generator 3.

Description

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

  In a hybrid car, for example, an engine and a motor are mounted as drive sources.

  Driving of the engine and motor is controlled by an electronic control unit. Specifically, in the electronic control unit, the target value of the engine output torque and the target value of the motor output torque are set based on the operation amount of the accelerator pedal and the like. The electronic control unit controls the driving of the engine based on the target value of the engine output torque and the like. Further, the inverter connected to the motor is controlled by the electronic control unit based on the target value of the output torque of the motor.

  During the control of the motor, the rotational speed (rotational speed) of the motor may change transiently. For example, when the rotational speed of the motor increases, the induced voltage generated in the motor increases accordingly. When the induced voltage exceeds the voltage that can be supplied from the inverter to the motor, the control of the motor fails (becomes impossible).

  Therefore, even when the motor speed changes transiently, the voltage command value generated based on the motor output torque and the target speed value can be output from the inverter in order to control the motor stably. It has been proposed to correct the voltage command value below the maximum voltage value when the maximum voltage value is exceeded.

JP 2000-358393 A JP 2003-191762 A

  However, the correction of the voltage command value is not in time, and an excessive current that causes destruction of the inverter may flow from the inverter to the motor. For example, when the driving wheel of the hybrid car slips, the rotational speed of the motor rapidly increases as the driving wheel idles, and the induced voltage generated by the motor rapidly increases. Thereafter, when the driving wheel grips, the rotational speed of the motor rapidly decreases, and the induced voltage generated by the motor rapidly decreases. As a result, the difference between the supply voltage of the inverter and the induced voltage of the motor becomes excessive, an excessive current flows from the inverter to the motor, and the switching element included in the inverter may be destroyed or the motor may be broken.

  An object of the present invention is to provide a control device for a hybrid vehicle that can prevent inverter circuit breakdown or motor failure due to excessive current flow and can return to motor control without affecting vehicle travel. That is.

  In order to achieve the above object, a hybrid vehicle to which a control device according to the present invention is applied includes a drive shaft, an engine that generates a rotational force transmitted to the drive shaft, and a rotational force transmitted to the drive shaft. And a clutch that can be switched between a connected state in which the motor and the drive shaft are mechanically connected and a disconnected state in which the motor and the drive shaft are disconnected. Then, the control device is based on an inverter circuit that supplies driving electric power to the electric motor, electric motor rotational speed detecting means that detects the rotational speed of the electric motor, and rotational speed detected by the electric motor rotational speed detecting means, Electric motor control means for controlling driving of the electric motor via the inverter circuit, engine rotational speed detection means for detecting the rotational speed of the engine, and current detection means for detecting an alternating current flowing from the inverter circuit to the electric motor; , An abnormality determination unit that determines whether or not a current value detected by the current detection unit has risen to a predetermined threshold value that is smaller than a rated current value of the inverter circuit, and the current value is determined by the abnormality determination unit. In response to determining that it has risen above a threshold value, the clutch is changed from the connected state to the disconnected state. A clutch disconnecting means for switching, and a current value detected by the current detecting means after the clutch is switched to the disengaged state is set based on a current command value generated by the motor control means In response to a decrease in the rotation speed detected by the electric motor rotation speed detection means and a predetermined rotation speed set based on the rotation speed detected by the engine rotation speed detection means, Clutch connecting means for switching the clutch from the disconnected state to the connected state.

  A hybrid vehicle is equipped with an engine and an electric motor as drive sources. The rotational force generated by the engine is transmitted to the drive shaft. Further, when the clutch is in the connected state, the electric motor and the drive shaft are mechanically connected, and the rotational force generated by the electric motor is transmitted to the drive shaft.

  In the normal hybrid running state, a target output torque (torque command value) of the electric motor is set, and a current command value is generated based on the target output torque and the actual rotational speed of the electric motor. Then, based on the current generation value, the inverter circuit is controlled, and the driving power supplied from the inverter circuit to the electric motor is adjusted, whereby the driving of the electric motor is controlled.

  For example, when gripping is performed after the driving wheel of the hybrid vehicle slips, the induced voltage generated in the electric motor changes suddenly, and as a result, the current flowing from the inverter circuit to the electric motor changes suddenly.

  When the current value (absolute value) of the alternating current flowing from the inverter circuit to the motor rises above a predetermined threshold value that is smaller than the rated current value of the inverter circuit, the clutch is switched from the connected state to the disconnected state, and the motor and the drive shaft are disconnected. Separated mechanically.

  Thereby, the drive of the electric motor can be controlled regardless of the traveling of the hybrid vehicle. Therefore, the target output torque and the target rotation speed of the electric motor can be reduced without affecting the vehicle travel. By reducing the target output torque and target rotation speed of the electric motor, an increase in current flowing from the inverter circuit to the electric motor can be suppressed. As a result, it is possible to prevent a current exceeding the rated current value of the inverter circuit from flowing from the inverter circuit to the electric motor, and it is possible to prevent the inverter circuit from being destroyed due to an excessive current flowing.

  Further, after the clutch is switched from the connected state to the disconnected state, the engine drive control can be continued regardless of the rotation of the electric motor. If the electric motor and the drive shaft are not separated, the rotational speed of the engine (drive shaft) also decreases at the same time when the rotational speed of the motor is lowered to restore motor control as described later. Due to the characteristics of the engine, generally, when the rotational speed decreases, the engine output decreases. Therefore, if the engine speed is reduced to restore motor control when driving at high speeds or climbing hills, the vehicle speed will be reduced, and at the time of climbing, the vehicle will slide down due to insufficient engine output. There is a fear. By disengaging the clutch, such problems can be avoided, and the engine control can be continued without affecting the vehicle traveling such as high speed traveling or climbing. In addition, since the engine output can be kept stable, the behavior of the hybrid vehicle can be kept stable.

  Thereafter, the current value of the current flowing from the inverter circuit to the electric motor falls below a return current value set based on the current command value, and the rotational speed of the electric motor is set based on the rotational speed of the engine. The clutch is switched from the disengaged state to the connected state in response to matching with. When the clutch is switched from the disengaged state to the connected state, the hybrid traveling state returns to the rotational force generated by the engine and the rotational force generated by the electric motor.

  When the clutch is in a disengaged state, it is preferable that the transmission that changes the rotational speed of the engine is controlled so that the rotational speed of the engine approaches the rotational speed of the electric motor.

  Thereby, after the clutch is switched from the connected state to the disconnected state, it is possible to reduce the time required for the engine speed and the motor speed to coincide with each other, and the clutch is returned from the disconnected state to the connected state. The time required for the process can be shortened. As a result, it is possible to reduce the time required from the clutch being switched from the connected state to the disconnected state until the hybrid traveling state is restored.

  According to the present invention, it is possible to ensure the running performance of the hybrid vehicle while preventing the destruction of the inverter circuit or the failure of the electric motor due to the excessive current flowing.

FIG. 1 is a block diagram showing a configuration of a hybrid car according to an embodiment of the present invention. FIG. 2 is a flowchart showing an example of processing executed when the current flowing from the inverter circuit to the motor generator changes transiently. FIG. 3 is a graph showing temporal changes in the current value of the alternating current flowing from the inverter circuit to the motor generator and the rotational speed of the motor generator when the processing shown in FIG. 2 is executed. FIG. 4 is a flowchart showing another example of processing executed when the current flowing from the inverter circuit to the motor generator changes transiently. FIG. 5 is a graph showing temporal changes in the current value of the alternating current flowing from the inverter circuit to the motor generator and the rotational speed of the motor generator when the processing shown in FIG. 4 is executed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing a configuration of a hybrid car according to an embodiment of the present invention.

  The hybrid car 1 is equipped with an engine 2 and a motor generator 3 as drive sources.

  The engine 2 is, for example, a gasoline engine or a diesel engine, and generates a driving force necessary for traveling the hybrid car 1. The driving force (engine output) generated by the engine 2 is transmitted to the drive shaft 4 and is transmitted to the drive wheels of the hybrid car 1 via a continuously variable transmission (CVT) 5.

  The motor generator 3 is a DC brushless motor, and has a function as a motor and a function as a generator (generator).

  The motor generator 3 includes two output shafts 6 and 7.

  One output shaft 6 can be connected to the drive shaft 4 by a clutch 8 and can be disconnected from the drive shaft 4. In a state where the output shaft 6 is connected to the drive shaft 4, the driving force (motor output) generated by the motor generator 3 is transmitted to the drive shaft 4, and the drive wheels of the hybrid car 1 are rotated through the drive shaft 4. Used for. In the state where the output shaft 6 is connected to the drive shaft 4, the power (rotation) of the drive shaft 4 is transmitted to the output shaft 6 when the hybrid car 1 is decelerated. The power transmitted to is regenerated into electric power.

  A pulley 9 is attached to the other output shaft 7.

  The hybrid car 1 is equipped with an air conditioner (A / C) 10. A pulley 12 is attached to the drive shaft 11 of the compressor of the air conditioner 10. A belt 13 is wound around the pulleys 9 and 12.

  Thus, when the engine 2 is stopped, the compressor of the air conditioner 10 is driven by causing the motor generator 3 to function as a motor while the drive shaft 4 and the output shaft 6 of the motor generator 3 are separated by the clutch 8. The air conditioner 10 can be used.

  The hybrid car 1 is equipped with an electronic control unit (ECU) 21 and a battery 22.

  The electronic control unit 21 includes an inverter circuit 23 and a microcomputer 24 including a CPU, a ROM, a RAM, and the like.

  A battery 22 is connected to the inverter circuit 23. When the motor generator 3 functions as a motor, DC power is supplied from the battery 22 to the inverter circuit 23, the DC power is converted into AC power by the inverter circuit 23, and AC power is supplied from the inverter circuit 23 to the motor generator 3. The On the other hand, when the motor generator 3 functions as a generator, DC power is supplied from the motor generator 3 to the battery 22 via the inverter circuit 23, and the battery 22 is charged.

  The hybrid car 1 also includes a current sensor 25 for detecting a current (alternating current) flowing from the inverter circuit 23 to the motor generator 3 and a motor rotation speed sensor for detecting the rotation speed (rotation speed) of the motor generator 3. 26 and an engine speed sensor 27 for detecting the rotational speed (rotational speed) of the engine 2 are provided. Further, although not shown, the hybrid car 1 is provided with an accelerator sensor for detecting an accelerator opening (for example, an accelerator pedal depression amount).

  Detection signals of various sensors such as the current sensor 25, the motor rotation speed sensor 26, and the engine rotation speed sensor 27 are input to the microcomputer 24.

  The microcomputer 24 controls driving of the engine 2 (for example, fuel injection amount, fuel injection timing, etc.) based on detection signals input from various sensors. Further, the microcomputer 24 controls the driving of the motor generator 3 via the inverter circuit 23 based on detection signals input from various sensors. Further, the microcomputer 24 controls the gear ratio by the continuously variable transmission 5 based on detection signals input from various sensors. The microcomputer 24 switches the clutch 8 between a connected state in which the drive shaft 4 and the output shaft 6 of the motor generator 3 are connected and a disconnected state in which the drive shaft 4 and the output shaft 6 are disconnected.

  An electronic control unit having a configuration including a microcomputer and a vehicle control unit (VCU) are provided corresponding to the engine 2, the motor generator 3, and the continuously variable transmission 5, respectively. The engine 2, the motor generator 3, and the continuously variable transmission 5 may be controlled by each electronic control unit based on a control command given to the electronic control unit.

  FIG. 2 is a flowchart showing an example of processing executed when the current flowing from the inverter circuit to the motor generator changes transiently. FIG. 3 is a graph showing temporal changes in the current value of the alternating current flowing from the inverter circuit to the motor generator and the rotational speed of the motor generator when the processing shown in FIG. 2 is executed.

  In the normal hybrid running state, the microcomputer 24 sets each target output torque of the engine 2 and the motor generator 3 based on the accelerator opening detected by the accelerator sensor.

  The microcomputer 24 controls the drive of the engine 2 and the gear ratio of the continuously variable transmission 5 so that the target output torque of the engine 2 can be obtained based on the rotational speed detected by the engine rotational speed sensor. The

  Further, the microcomputer 24 controls the driving of the motor generator 3 (motor control) so that the target output torque of the motor generator 3 can be obtained based on the rotational speed detected by the motor rotational speed sensor 26 and the like. More specifically, in the microcomputer 24, for example, a current command value is generated from the target output torque of the motor generator 3. On the basis of the current command value and the current value detected by the current sensor 25, the microcomputer 24 controls the on / off of the switching element included in the inverter circuit 23. The flowing current is feedback controlled.

  A threshold smaller than the rated current value of the inverter circuit 23 is set in advance. In the hybrid running state, whether the absolute value of the current value detected by the current sensor 25 by the microcomputer 24, that is, the absolute value of the current value of the alternating current flowing from the inverter circuit 23 to the motor generator 3 has risen above a predetermined threshold value. It is repeatedly checked whether or not (step S1).

  When the absolute value of the current value detected by current sensor 25 rises above the threshold value (YES in step S1), the microcomputer 24 switches the clutch 8 from the connected state to the disconnected state (step S2). The output shaft 6 is disconnected from the drive shaft 4.

  Further, the air conditioner 10 is turned off by the microcomputer 24 (step S3).

  Further, the microcomputer 24 increases the control gain in the motor control by a predetermined value (step S4). By increasing the control gain, the responsiveness of motor control increases.

  Further, the microcomputer 24 sets the target output torque (torque command value) of the motor generator 3 to zero (step S5). Since the clutch 8 is in the disengaged state, the load applied to the motor generator 3 is eliminated, and the rapid increase / decrease in the rotation speed of the motor generator 3 can be prevented. At the same time, an increase in current flowing from the inverter circuit 23 to the motor generator 3 is suppressed, and as shown in FIG. 3, current exceeding the rated current value of the inverter circuit 23 is prevented from flowing from the inverter circuit 23 to the motor generator 3. The

  After the clutch 8 is switched from the connected state to the disconnected state, as shown in FIG. 3, the rotational speed of the motor generator 3 gradually decreases (time T1-T2). Further, the current value of the current flowing from the inverter circuit 23 to the motor generator 3 is not affected by the disturbance due to the motor generator 3 being disconnected from the engine 2 or the like, and thus before reaching the rated current value of the inverter circuit 23. It becomes a peak and then gradually decreases.

  The microcomputer 24 monitors the current value detected by the current sensor 25. Then, it is repeatedly determined whether or not the current value detected by the current sensor 25 has decreased below the return current value set by multiplying the current command value at that time by a predetermined ratio (for example, 1.1). (Step S6).

  When the current value detected by the current sensor 25 falls below the return current value (YES in step S6), the microcomputer 24 returns the control gain in motor control to the normal control gain (step S7). Thereby, normal motor control is resumed. After the return of motor control, as shown in FIG. 3, the torque command value of motor generator 3 is set so that the rotational speed of motor generator 3 matches the rotational speed of engine 2 (time T2-T3).

  Thereafter, it is checked whether or not the rotational speed of the motor generator 3 has increased to the rotational speed Re of the engine 2 (step S8).

  When the rotational speed of motor generator 3 increases and the rotational speed of motor generator 3 coincides with rotational speed Re of engine 2 at time T3 (YES in step S8), clutch 8 is switched from the disconnected state to the connected state (step S9). ), The output shaft 6 of the motor generator 3 is connected to the drive shaft 4. Thereby, the traveling state of the hybrid car 1 returns to the hybrid traveling state by the rotational force generated by the engine 2 and the rotational force generated by the motor generator 3.

  As described above, in the normal hybrid traveling state, the drive of the motor generator 3 is controlled via the inverter circuit 23 based on the rotational speed of the motor generator 3. That is, the inverter circuit 23 is controlled based on the rotation speed of the motor generator 3, and the driving power supplied from the inverter circuit 23 to the motor generator 3 is adjusted.

  For example, when gripping is performed after the driving wheel of the hybrid car 1 slips, the induced voltage generated in the motor generator 3 changes suddenly, and as a result, the current flowing from the inverter circuit 23 to the motor generator 3 changes suddenly.

  When the current value (absolute value) of the alternating current flowing from the inverter circuit 23 to the motor generator 3 rises above a predetermined threshold value that is smaller than the rated current value of the inverter circuit 23, the clutch 8 is switched from the connected state to the disconnected state. The generator 3 and the drive shaft 4 are mechanically separated.

  Thereby, the drive of the motor generator 3 can be controlled irrespective of the traveling of the hybrid car 1. By reducing the target output torque of the motor generator 3, while preventing the sudden increase / decrease in the rotation speed of the motor generator 3, it is separated from fluctuations in the torque and rotation speed of the engine 2 which are disturbances for motor control, and the response of the motor control By increasing the performance, an increase in the current flowing from the inverter circuit 23 to the motor generator 3 can be suppressed. As a result, it is possible to prevent a current exceeding the rated current value of the inverter circuit 23 from flowing from the inverter circuit 23 to the motor generator 3, and it is possible to prevent the inverter circuit 23 from being destroyed due to an excessive current flowing.

  Further, after the clutch 8 is switched from the connected state to the disconnected state, the drive control of the engine 2 can be continued regardless of the rotation of the motor generator 3. Therefore, the hybrid car 1 can travel at high speed and climb up. Moreover, since the output of the engine 2 can be kept stable, the behavior of the hybrid car 1 can be kept stable.

  Thereafter, the current value of the current flowing from the inverter circuit 23 to the motor generator 3 falls below the return current value set based on the current command value at that time, and the rotational speed of the motor generator 3 is the rotational speed of the engine 2. In response to matching with Re, the clutch 8 is switched from the disconnected state to the connected state. When the clutch 8 is switched from the disconnected state to the connected state, the hybrid traveling state is restored by the rotational force generated by the engine 2 and the rotational force generated by the motor generator 3.

  FIG. 4 is a flowchart showing another example of processing executed when the current flowing from the inverter circuit to the motor generator changes transiently. FIG. 5 is a graph showing temporal changes in the current value of the alternating current flowing from the inverter circuit to the motor generator and the rotational speed of the motor generator when the processing shown in FIG. 4 is executed.

  In the process shown in FIG. 4, when the absolute value of the current value detected by the current sensor 25 rises above a predetermined threshold (YES in step S11), the microcomputer 8 switches the clutch 8 from the connected state to the disconnected state. (Step S12), the output shaft 6 of the motor generator 3 is disconnected from the drive shaft 4.

  Further, the air conditioner 10 is turned off by the microcomputer 24 (step S13).

  Further, the microcomputer 24 increases the control gain in the motor control by a predetermined value (step S14). By increasing the control gain, the responsiveness of motor control increases.

  Further, the microcomputer 24 sets the target output torque (torque command value) of the motor generator 3 to zero (step S15). As a result, an increase in current flowing from the inverter circuit 23 to the motor generator 3 is suppressed, and as shown in FIG. 5, it is prevented that current exceeding the rated current value of the inverter circuit 23 flows from the inverter circuit 23 to the motor generator 3. Is done.

  Further, the microcomputer 24 changes the gear ratio of the continuously variable transmission 5 to control the rotational speed of the engine 2 (step S16). Specifically, as shown in FIG. 5, the rotational speed of the engine 2 (= the rotational speed of the drive shaft 4) can be made close to the rotational speed of the motor generator 3 within a range that does not hinder the traveling of the hybrid car 1 ( Time T11-T13).

  After the clutch 8 is switched from the connected state to the disconnected state, as shown in FIG. 5, the rotational speed of the motor generator 3 is gradually decreased (time T11-T12). More specifically, the rotational speed of the engine 2 is reduced within a range where necessary power performance is ensured and fuel consumption performance is not deteriorated. Further, the current value of the current flowing from the inverter circuit 23 to the motor generator 3 is not affected by the disturbance due to the motor generator 3 being disconnected from the engine 2 or the like, and thus before reaching the rated current value of the inverter circuit 23. It becomes a peak and then gradually decreases.

  The microcomputer 24 monitors the current value detected by the current sensor 25. Then, it is repeatedly determined whether or not the current value detected by the current sensor 25 has decreased below the return current value set by multiplying the current command value at that time by a predetermined ratio (for example, 1.1). (Step S17).

  When the current value detected by the current sensor 25 falls below the return current value (YES in step S17), the microcomputer 24 returns the control gain in motor control to the normal control gain (step S18). Thereby, normal motor control is resumed. After the return of the motor control, as shown in FIG. 3, the torque command value of the motor generator 3 is set so that the rotational speed of the motor generator 3 matches the rotational speed of the engine 2 (time T12-T14).

  Thereafter, it is checked whether or not the rotational speed of motor generator 3 matches the rotational speed of engine 2 (step S19).

  When the rotational speed of motor generator 3 increases and the rotational speed of motor generator 3 matches the rotational speed of engine 2 at time T13 (YES in step S19), clutch 8 is switched from the disconnected state to the connected state (step S20). The output shaft 6 of the motor generator 3 is connected to the drive shaft 4. Thereby, the traveling state of the hybrid car 1 returns to the hybrid traveling state by the rotational force generated by the engine 2 and the rotational force generated by the motor generator 3.

  As described above, in the process shown in FIG. 4, when the clutch 8 is in the disengaged state, the continuously variable transmission 5 that changes the rotational speed of the engine 2 is controlled so that the rotational speed of the engine 2 The speed can be approached.

  Thereby, after the clutch 8 is switched from the connected state to the disconnected state, the time required until the rotational speed of the engine 2 matches the rotational speed of the motor generator 3 can be shortened. The time required to return to the connected state can be shortened. As a result, it is possible to reduce the time required for the clutch 8 to switch from the connected state to the disconnected state until the hybrid traveling state is restored.

  As mentioned above, although embodiment of this invention was described, this invention can also be implemented with another form.

  For example, although the motor generator 3 is taken up as an example of the electric motor, a motor (for example, a permanent magnet synchronous motor) that does not have a power generation function may be used instead of the motor generator 3.

  In addition, after the clutch 8 is switched from the connected state to the disconnected state, the clutch 8 is returned from the disconnected state to the connected state in response to the rotational speed of the motor generator 3 matching the rotational speed of the engine 2. However, the clutch 8 may be returned from the disconnected state to the connected state in response to the rotational speed of the motor generator 3 being equal to a predetermined rotational speed set based on the rotational speed of the engine 2.

  Further, the torque command value of the motor generator 3 is set to zero after the clutch 8 is disengaged. However, in order to prevent a decrease in the rotational speed of the motor generator 3, a torque that compensates for mechanical loss is used. It may be set to a command value.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Hybrid car (hybrid vehicle)
2 Engine 3 Motor generator (electric motor)
4 Drive shaft 5 Continuously variable transmission (transmission)
8 Clutch 21 Electronic control unit 23 Inverter circuit 24 Microcomputer (motor control means, abnormality determination means, clutch disengagement means, clutch connection means, transmission control means)
25 Current sensor (current detection means)
26 Motor rotation speed sensor (motor rotation speed detection means)
27 Engine speed sensor (engine speed detection means)

Claims (2)

A drive shaft, an engine that generates a rotational force transmitted to the drive shaft, an electric motor that generates a rotational force transmitted to the drive shaft, and a connection state and disconnection that mechanically connects the electric motor and the drive shaft A control device for a hybrid vehicle comprising a clutch that is switched to a disconnected state.
An inverter circuit for supplying driving power to the electric motor;
Electric motor rotation speed detecting means for detecting the rotation speed of the electric motor;
Electric motor control means for controlling the driving of the electric motor via the inverter circuit based on the rotation speed detected by the electric motor rotation speed detection means;
Engine rotation speed detection means for detecting the rotation speed of the engine;
Current detection means for detecting an alternating current flowing from the inverter circuit to the motor;
Abnormality determination means for determining whether or not the current value detected by the current detection means has risen above a predetermined threshold value smaller than the rated current value of the inverter circuit;
Clutch disengaging means for switching the clutch from the connected state to the disengaged state in response to determining that the current value has risen above the threshold by the abnormality determining means;
After the clutch is switched to the disengaged state, the current value detected by the current detection means decreases below a return current value set based on a current command value generated by the motor control means, and In response to the fact that the rotational speed detected by the motor rotational speed detecting means coincides with a predetermined rotational speed set based on the rotational speed detected by the engine rotational speed detecting means, the clutch is released from the disengaged state. A control device for a hybrid vehicle, comprising: clutch connection means for switching to the connected state. The hybrid vehicle includes a transmission that changes a rotational speed of the engine,
The transmission control unit further includes a transmission control unit that controls the transmission to bring the engine rotation speed close to the rotation speed detected by the electric motor rotation speed detection unit when the clutch is in the disengaged state. The control apparatus of the hybrid vehicle described in 2.

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