JP6435804B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including an engine and a motor as a vehicle drive source, and more particularly to a control device that controls distribution of engine torque and motor torque.

  In a hybrid vehicle including an engine and a motor as a vehicle drive source, in general, engine torque and engine torque are set so that the engine is driven at an optimum fuel consumption point with respect to a vehicle required drive force determined based on an accelerator opening and a vehicle speed. The motor torque is appropriately controlled. An example of such a hybrid vehicle is described in Patent Document 1.

JP 2010-143418 A

  However, in the above-described prior art, when switching from the EV mode in which the engine is running with the engine stopped to the HEV mode in which the engine is running, the engine is restarted so that the optimum fuel consumption point is obtained. It is operated with a relatively large torque from the beginning of the start. Therefore, the opening degree of the throttle valve becomes relatively large from the beginning of the engine restart in order to realize the requested engine torque. Thus, when the throttle valve opening is large, the suction negative pressure does not develop so much, the vaporization of the injected fuel deteriorates, and the exhaust composition such as an increase in unburned HC deteriorates. Therefore, in this type of hybrid vehicle, the exhaust composition is most deteriorated when the engine is restarted.

The present invention relates to a control device for a hybrid vehicle including a motor and an engine as a vehicle drive source, and the control device has an EV mode in which the engine is stopped and an HEV mode in which the engine is operated. Have. In the HEV mode, the engine request torque and the motor request torque are determined according to the driving state of the vehicle. When the engine is restarted due to switching from the EV mode to the HEV mode, the basic target throttle valve opening corresponding to the engine required torque is calculated during a period from when the engine starts to when a predetermined condition that allows the fuel adhering part to be considered warm is satisfied. In addition, when the basic target throttle valve opening is compared with a predetermined throttle valve opening threshold at which a desired negative pressure is obtained, and the basic target throttle valve opening is larger than the throttle valve opening threshold, The throttle valve opening is corrected to decrease below the basic target throttle valve opening, and the motor required torque is corrected to increase accordingly. On the other hand, if the basic target throttle valve opening is less than the throttle valve opening threshold, the decrease correction is not performed.

  In the above configuration, by correcting the throttle valve opening to decrease, the pressure downstream of the throttle valve can be made sufficiently negative, and fuel can be vaporized. Then, by increasing and correcting the motor required torque, it is possible to make the total torque the desired torque while compensating for the decrease in the engine torque.

  According to the present invention, when the engine is restarted, the pressure downstream of the throttle valve becomes a sufficiently negative pressure, so that fuel vaporization due to the negative pressure is promoted and unburned HC can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS The structure explanatory drawing which shows the system structure of the hybrid vehicle to which this invention is applied. The figure which shows the switching characteristic of the driving mode in the hybrid vehicle to which this invention is applied. 1 is a system configuration diagram of an engine according to an embodiment of the present invention. The flowchart which shows control of the throttle-valve opening degree concerning the 1st Example of this invention. The graph which shows the relationship between engine torque and throttle valve opening. The time chart which shows changes, such as a throttle valve opening degree, concerning the 1st example of the present invention. The flowchart which shows control of the throttle-valve opening degree concerning the 2nd Example of this invention. The time chart which shows changes, such as a throttle valve opening degree, concerning the 2nd example of the present invention. The flowchart which shows control of the throttle-valve opening degree concerning the 3rd Example of this invention. The time chart which shows changes, such as a throttle valve opening degree, concerning the 3rd example of the present invention.

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

  FIG. 1 is an explanatory diagram showing a system configuration of an FF (front engine / front drive) type hybrid vehicle as an example of a hybrid vehicle to which the present invention is applied. The vehicle to which the present invention is applied is not limited to the FF type, and may be an FR (front engine / rear wheel drive) type hybrid vehicle.

  The hybrid vehicle includes an engine 1 and a motor generator 2 as a vehicle drive source, and a belt-type continuously variable transmission 3 as a transmission mechanism. A first clutch 4 is interposed between the engine 1 and the motor generator 2, and a second clutch 5 is interposed between the motor generator 2 and the belt type continuously variable transmission 3.

  The engine 1 is a spark ignition gasoline engine, and start control and stop control are performed based on a control command from the engine controller 20.

  The first clutch 4 provided between the output shaft of the engine 1 and the rotor of the motor generator 2 couples the engine 1 to the motor generator 2 or connects the engine 1 to the motor generator according to the selected travel mode. The engagement / release is controlled by a first clutch hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 21.

  The motor generator 2 is composed of, for example, a three-phase alternating current synchronous motor generator, and is connected to a high voltage circuit 11 including a high voltage battery 12, an inverter 13 and a high voltage relay 14. The motor generator 2 receives a power supply from the high voltage battery 12 via the inverter 13 and outputs a positive torque based on a control command from the motor controller 22 (so-called power running) and absorbs the torque. Both the regenerative operation of generating power and charging the high voltage battery 12 via the inverter 13 is performed.

  The second clutch 5 provided between the rotor of the motor generator 2 and the input shaft of the continuously variable transmission 3 has power between the vehicle drive source including the engine 1 and the motor generator 2 and the drive wheels 6 (front wheels). Is transmitted and disconnected, and engagement / release is controlled by a second clutch hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 21. In particular, the second clutch 5 can be set in a slip engagement state in which power is transmitted with slip by variable control of the transmission torque capacity, and enables smooth start in a configuration without a torque converter. At the same time, the realization of creep running is being attempted.

  Here, the second clutch 5 is not actually a single friction element, but a forward clutch or a reverse brake in a forward / reverse switching mechanism provided at the input portion of the continuously variable transmission 3 is used as the second clutch 5. . Although not shown in detail, the forward / reverse switching mechanism that switches the input rotation direction to the continuously variable transmission 3 between the forward rotation direction during forward travel and the reverse rotation direction during reverse travel is not illustrated in detail. The forward clutch that is engaged at the time of traveling and the reverse brake that is engaged at the time of backward traveling are included. The forward clutch functions as the second clutch 5 during forward traveling, and the reverse brake functions as the second clutch 5 during backward traveling. . In a state where both the forward clutch and the reverse brake that are the second clutch 5 are released, torque transmission is not performed, and the rotor of the motor generator 2 and the continuously variable transmission 3 are substantially disconnected.

  The belt-type continuously variable transmission 3 includes an input-side primary pulley, an output-side secondary pulley, and a metal belt wound between the two, based on a control command from the CVT controller 21. The belt contact radius and thus the gear ratio of each pulley are continuously controlled by the primary hydraulic pressure and the secondary hydraulic pressure generated by the external hydraulic unit. The output shaft of the continuously variable transmission 3 is connected to the drive wheels 6 via a final reduction mechanism (not shown).

  The hybrid vehicle control system includes an integrated controller 23 that performs integrated control of the entire vehicle in addition to the engine controller 20, the CVT controller 21, and the motor controller 22, and each of these controllers 20, 21, 22, and 23. Are connected via a CAN communication line 24 capable of exchanging information. In addition, various sensors such as an accelerator opening sensor 31, an engine speed sensor 32, a vehicle speed sensor 33, and a motor speed sensor 34 are provided, and detection signals from these sensors are sent to each controller such as the integrated controller 23. They are input individually or via the CAN communication line 24.

  The hybrid vehicle configured as described above includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid travel mode (hereinafter referred to as “HEV mode”), and a drive torque control start mode (hereinafter referred to as “EV mode”). The driving mode is selected according to the driving state of the vehicle, the accelerator operation of the driver, and the like.

  The “EV mode” is a mode in which the first clutch 4 is in a disengaged state and travels using only the motor generator 2 as a drive source, and includes a motor travel mode and a regenerative travel mode. This “EV mode” is selected when the driving force required by the driver is relatively low.

  The “HEV mode” is a mode in which the first clutch 4 is engaged and travels using the engine 1 and the motor generator 2 as drive sources, and includes a motor assist travel mode, a travel power generation mode, and an engine travel mode. This “HEV mode” is selected when the required driving force by the driver is relatively large and when there is a request from the system based on the state of charge (SOC) of the high-voltage battery 12 or the driving state of the vehicle. .

  The “WSC mode” is a mode that is selected in a region where the vehicle speed is relatively low, such as when the vehicle is started, and the transmission torque capacity of the second clutch 5 is variably controlled while controlling the rotational speed of the motor generator 2. 2 The clutch 5 is brought into the slip engagement state.

  FIG. 2 shows the basic switching characteristics of the “EV mode”, “HEV mode”, and “WSC mode” based on the vehicle speed VSP and the accelerator opening APO. As shown in the figure, “HEV → EV switching line” for shifting from “HEV mode” to “EV mode”, and conversely “EV → HEV switching line” for shifting from “EV mode” to “HEV mode” It is set to have appropriate hysteresis. Further, in the area below the predetermined vehicle speed VSP1, the “WSC mode” is set.

  FIG. 3 shows a system configuration of the engine 1 according to an embodiment of the present invention. This engine 1 is an in-line four-cylinder port injection type spark ignition engine, and a pair of intake valves 41 and a pair of exhaust valves 42 are arranged on the ceiling wall surface of the fuel chamber 40. A spark plug 43 is disposed at the center surrounded by the exhaust valve 42.

  In the intake port 44 that is opened and closed by the intake valve 41, a port injection fuel injection valve 45 that injects fuel toward the intake valve 41 within the intake port 44 is disposed in each cylinder. Instead of the port injection fuel injection valve 45, a cylinder injection fuel injection valve (not shown) that directly injects fuel into the fuel chamber 40 may be disposed below the intake port 44.

  An electronically controlled throttle valve 50 that adjusts the intake air amount of the engine 1 is interposed on the upstream side of the collector portion 47 of the intake passage 46 connected to the intake port 44. The throttle valve 50 is a device that opens and closes a butterfly valve body 50a with a throttle motor (throttle actuator) 50b, and the opening degree of the valve body 50a is adjusted by controlling the amount of current supplied to the throttle motor 50b. On the upstream side of the throttle valve 50, an air flow meter 51 for detecting the intake air amount is disposed.

  A catalyst device 55 made of a three-way catalyst is interposed in the exhaust passage 54 connected to the exhaust port 53, and an upstream side of the exhaust passage 54 detects an air-fuel ratio based on the oxygen concentration in the exhaust. A fuel ratio sensor 56 is arranged.

  The engine controller 20 receives detection signals from sensors such as an air flow meter 51, an air-fuel ratio sensor 56, a crank angle sensor 57 that detects the engine speed, and a water temperature sensor 58 that detects the cooling water temperature. Based on these detection signals, the engine controller 20 optimally controls the fuel injection amount and injection timing by the fuel injection valve 45, the ignition timing by the spark plug 43, the opening and closing timing of the intake valve 41, and the like.

  FIG. 4 is a flowchart showing a first embodiment of control of the throttle valve opening by the engine controller 20. The routine of this flowchart is repeatedly executed every minute time during driving of the vehicle.

  In step 1, the engine controller 20 reads the module request engine torque Te0 and the module request motor torque Tm0 output from the integrated controller 23.

  In step 2, it is determined whether or not there is a stop request for the engine 1 by the integrated controller 23. If there is a request to stop the engine 1, the process proceeds to step 3 to initialize the timer (Tlimit = 0). Here, Tlimit represents the time during which the throttle valve opening is limited since the engine 1 is started. On the other hand, if there is no stop request for the engine 1, the process proceeds to step 4.

  In step 4, it is determined whether or not there is a request for starting and maintaining the engine 1 by the integrated controller 23. If there is a start / continuation request, the process proceeds to step 5 where the time during which the throttle valve opening is limited (Tlimit) from the start of the engine 1 is compared with the threshold value. Here, the threshold value is a time set in advance so that the temperature of the portion to which the fuel adheres (for example, the intake valve 41) is equal to or higher than a desired temperature.

  In step 5, if the time (Tlimit) during which the throttle valve opening is limited from the start of the engine 1 is less than the threshold value, the process proceeds to step 6, and based on the module required engine torque Te0, the corresponding basic target throttle valve. The opening degree tTVO0 is calculated. The engine torque Te and the throttle valve opening TVO necessary to obtain the torque Te have a relationship as shown in FIG. 5, for example, and correspond to the module required engine torque Te0 based on this relationship. A basic target throttle valve opening tTVO0 is determined.

  In step 7, the basic target throttle valve opening tTVO0 is compared with the threshold TVO1. Here, the threshold value TVO1 is an upper limit throttle valve opening at which a desired negative pressure is obtained in the intake system and the combustion chamber. If the basic target throttle valve opening tTVO0 is larger than the threshold TVO1, the process proceeds to step 8 where the threshold TVO1 is set as the basic target throttle valve opening tTVO0. That is, the basic target throttle valve opening tTVO0 is limited by the threshold TVO1.

  In step 9, the engine torque Te1 corresponding to the basic target throttle valve opening tTVO0 is calculated based on the relationship shown in FIG. This engine torque Te1 corresponds to the engine torque obtained when the throttle valve opening TVO is limited to the threshold value TVO1.

  Next, at step 10, the difference between the sum of the module request engine torque Te0 and the module request motor torque Tm0 and the engine torque Te1 is set as the motor request torque Tm.

  In step 11, the motor required torque Tm set in step 10 is compared with the motor upper limit torque Tmmax that can be output by the motor generator 2. Here, if the motor required torque Tm is less than the motor upper limit torque Tmmax, the value of the motor required torque Tm in step 10 is used as it is, and the motor generator 2 is controlled accordingly. Further, the opening degree of the valve body 50a is controlled along the basic target throttle valve opening degree tTVO0. Thereafter, the process proceeds to step 15, the timer is counted up, and this routine is terminated.

  In step 11, when the motor required torque Tm is larger than the motor upper limit torque Tmmax, the process proceeds to step 12, and the motor upper limit torque Tmmax is set as the motor required torque Tm. That is, the motor required torque Tm is limited by the motor upper limit torque Tmmax.

  In step 13, the difference between the sum of the module request engine torque Te0 and the module request motor torque Tm0 and the motor request torque Tm is set as the engine request torque Te. Here, since the motor required torque Tm is limited to the motor upper limit torque Tmmax, the shortage is added to the engine required torque Te.

  In step 14, after calculating the target throttle valve opening tTVO based on the engine required torque Te, in step 15, the timer is counted up and this routine is terminated.

  If there is no engine start / continuation request in step 4, the process proceeds to step 16, the engine is stopped, and this routine is terminated.

  In step 7, if the basic target throttle valve opening tTVO0 is less than the threshold value TVO1, a sufficient negative pressure is maintained, so the routine proceeds to step 20, where the module required engine torque Te0 is set as the engine required torque Te. In step 21, the basic target throttle valve opening tTVO0 is set as the target throttle valve opening tTVO. In step 15, the timer is counted up and this routine is terminated.

  In step 5, when the time (Tlimit) during which the throttle valve opening is limited from the start of the engine 1 becomes larger than the threshold value, the normal control is resumed. That is, in step 17, the module required engine torque Te0 is set as the engine required torque Te, in step 18, the module required motor torque Tm0 is set as the motor required torque Tm, and in step 19, based on the engine required torque Te, The target throttle valve opening tTVO is calculated, and this routine is finished.

  FIG. 6 is a time chart showing changes in the throttle valve opening, the suction negative pressure, and the like when the engine 1 is restarted when the control of this embodiment is applied. In FIG. 6, the characteristics of the comparative example of the hybrid vehicle in which the throttle valve opening is not suppressed are indicated by a broken line, and the present embodiment is indicated by a solid line.

  In the period up to time t1 (t0-t1), the vehicle is running in the “EV mode”, the engine 1 is stopped, and only the motor generator 2 is driven.

  At time t1, cranking of the engine 1 using the motor generator 2 or a starter motor (not shown) is started by a start request to the engine 1, and the engine 1 is started. At this time, the module required engine torque Te0 and the module required motor torque Tm0 satisfy the required driving force determined based on the accelerator opening and the vehicle speed, and the battery charge state so that the engine is operated at the optimum fuel consumption point. It is determined in consideration of the SOC.

  As indicated by a broken line in FIG. 6D, the module required engine torque Te0 is relatively high, and the basic target throttle valve opening tTVO0 indicated by the broken line in FIG. 6B set accordingly is relatively large. Thus, when the throttle valve opening is large, the suction negative pressure does not develop much as shown by the broken line in FIG. 6A, and the unburned HC becomes higher as shown by the broken line in FIG.

  On the other hand, in the present invention, as shown by the solid line in FIG. 6B, the throttle valve opening is suppressed to the threshold value TVO1. Suppression of the throttle valve opening is continued from time t1 to time t2. In the present embodiment, the period from time t1 to time t2 corresponds to the threshold value of step 5 described above, and is, for example, about 1 to 2 seconds. Here, the time t2 is set so that the temperature of the intake valve 41 reaches a temperature T1 sufficient to promote the vaporization of the attached fuel.

  As shown by the solid line in FIG. 6D, the engine torque Te1 obtained when the throttle valve opening is limited to the threshold value TVO1 is lower than the module required engine torque Te0 indicated by the broken line from time t1 to time t2. Become. Therefore, as shown by the solid line in FIG. 6C, the motor torque is corrected to increase from time t1 to time t2 so as to compensate for the decrease in the engine torque Te1 and make the total torque a desired torque. . That is, the motor torque is higher than the module request motor torque Tm0 indicated by the broken line from time t1 to time t2. In the example of the figure, when the throttle valve opening is not suppressed, the motor generator 2 is controlled on the regeneration side (power generation) as indicated by the broken line, but as a result of suppressing the throttle valve opening, It is controlled on the power running side (assist).

  When the accelerator pedal is depressed and the required motor torque exceeds the motor upper limit torque Tmmax between time t1 and time t2, as described above, the actual motor torque is equal to the motor upper limit torque Tmmax. The opening of the valve body 50a is larger than the threshold value TVO1.

  As described above, by suppressing the throttle valve opening, the suction negative pressure develops rapidly after the engine is started at time t1. Due to the development of the suction negative pressure, the fuel vaporization is improved, and the unburned HC is reduced as shown in FIG. It is desirable to set the upper limit throttle valve opening TVO1 so that the suction negative pressure reaches a negative pressure value P1 corresponding to the fuel vapor pressure.

  FIG. 7 is a flowchart showing a second embodiment of control of the throttle valve opening by the engine controller 20. In the second embodiment, the processing of step 22 is performed instead of the timer processing of steps 2, 3 and 5 of the first embodiment shown in FIG. There is no particular difference from that of the example.

  That is, in the second embodiment, the module required engine torque Te0 and the module required motor torque Tm0 are read (step 1), and it is determined whether or not there is a request for starting the engine 1 (step 2). If there is a persistence request, go to step 22. In step 22, it is determined whether or not the air-fuel ratio feedback control is started after the engine 1 is restarted. If it is before the start of the air-fuel ratio feedback control, the process proceeds to step 6 and thereafter, and the throttle valve opening is suppressed as in the first embodiment. On the other hand, if the air-fuel ratio feedback control is started in step 22, the routine proceeds to step 17, where the module required engine torque Te0 is set as the engine required torque Te, and the module required motor torque Tm0 is set as the motor required torque Tm ( Step 18) Based on the engine required torque Te, the target throttle valve opening tTVO is calculated (Step 19), and this routine is terminated.

  FIG. 8 is a time chart showing changes in the throttle valve opening, engine torque, and the like when the engine 1 is restarted when the control of the second embodiment is applied.

  In the present embodiment, as shown by the solid line in FIG. 8A, the throttle valve opening is suppressed to the threshold value TVO1 during the period until the air-fuel ratio feedback control is started after the engine 1 is restarted. The air-fuel ratio feedback control for maintaining the air-fuel ratio in the vicinity of the theoretical air-fuel ratio based on the detection value of the air-fuel ratio sensor 56 starts when a predetermined condition such as the temperature of the air-fuel ratio sensor 56 is satisfied after the engine 1 is restarted. Is done. Generally, at the time t3 when the air-fuel ratio feedback control is started, the inner wall of the intake port 44 is sufficiently warmed, and at this time, the suppression of the throttle valve opening is finished.

  As indicated by the solid line in FIG. 8C, the engine torque Te1 obtained when the throttle valve opening is suppressed to the threshold value TVO1 is the module required engine torque indicated by the broken line until the air-fuel ratio feedback control is started. Since it becomes lower than Te0, the motor torque is corrected for increase until the air-fuel ratio feedback control is started, as shown by the solid line in FIG.

  FIG. 9 is a flowchart showing a third embodiment of control of the throttle valve opening by the engine controller 20. In the third embodiment, the processing of step 23 is performed instead of the timer processing of steps 2, 3, and 5 of the first embodiment shown in FIG. 4, and the other steps are the first step. There is no particular difference from that of the example.

  That is, in the third embodiment, the module request engine torque Te0 and the module request motor torque Tm0 are read (step 1), it is determined whether or not there is a request for starting the engine 1 (step 2), If there is a persistence request, go to step 23. In step 23, the temperature of the fuel adhering part such as the intake valve 41 to which the fuel injection valve 45 is directed is estimated, and it is determined whether or not the estimated fuel adhering part temperature has reached a predetermined temperature. In step 23, if the fuel adhering part temperature has reached a predetermined temperature, the process proceeds to step 6 and thereafter, and the throttle valve opening is suppressed as in the first embodiment. On the other hand, if the predetermined temperature is not reached in step 23, the process proceeds to step 17 and the subsequent steps, and the target throttle valve opening tTVO is calculated as in the first embodiment.

  The temperature of the fuel adhering site can be estimated from, for example, the coolant temperature and oil temperature at the start of restarting the engine 1 and the fuel injection amount (engine required torque Te) or the intake air amount after the engine 1 restarts. However, the present invention is not necessarily limited to this.

  FIG. 10 is a time chart showing changes in the throttle valve opening, engine torque, and the like when the engine 1 is restarted when the control of the third embodiment is applied.

  In the present invention, as indicated by the solid line in FIG. 10A, after the engine 1 is restarted, the throttle valve opening is suppressed to the threshold value TVO1. Thereafter, the temperature of the fuel adhering part such as the intake valve 41 directed by the fuel injection valve 45 is estimated, and the throttle valve is opened until the estimated temperature of the fuel adhering part reaches a predetermined temperature T1 (t1-t4). The suppression of the throttle valve is continued, and when the predetermined temperature T1 is exceeded (time t4), the suppression of the throttle valve opening is terminated.

  Even before the estimated fuel adhesion site temperature reaches the predetermined temperature T1, the suppression of the throttle valve opening may be terminated when the air-fuel ratio feedback control is started.

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor generator 20 Engine controller 22 Motor controller 23 Integrated controller 41 Intake valve 50 Throttle valve 56 Air fuel ratio sensor

Claims (6)

The vehicle has a motor and an engine as a vehicle drive source, and has an EV mode that travels with the engine stopped and an HEV mode that travels with the engine running. In the HEV mode, the vehicle is in a driving state. In the hybrid vehicle control device in which the engine required torque and the motor required torque are determined accordingly,
The basic target throttle valve opening corresponding to the engine required torque during a period from when the engine is restarted when the EV mode is switched to the HEV mode to when a predetermined condition that allows the fuel adhering site to be warmed is satisfied. When the basic target throttle valve opening is larger than the throttle valve opening threshold, the basic target throttle valve opening is compared with a predetermined throttle valve opening threshold at which a desired negative pressure is obtained. Corrects the throttle valve opening to be lower than the basic target throttle valve opening, and correspondingly increases the motor required torque, while the basic target throttle valve opening is less than the throttle valve opening threshold. If not, the above reduction correction is not performed. Location.   The hybrid vehicle control device according to claim 1, wherein the throttle valve opening decrease correction and the motor required torque increase correction are continued for a predetermined time after the engine is started.   2. The hybrid vehicle control according to claim 1, wherein the throttle valve opening decrease correction and the motor required torque increase correction are continued after the engine is started until air-fuel ratio feedback control is started. apparatus.   2. The hybrid according to claim 1, wherein the temperature of a fuel adhering portion to which the fuel injection valve is directed is estimated, and the reduction correction of the throttle valve opening is continued until the temperature reaches a predetermined temperature. Vehicle control device.   2. The control apparatus for a hybrid vehicle according to claim 1, wherein the target throttle valve opening at the time of reduction correction is set so that the pressure downstream of the throttle valve becomes a negative pressure corresponding to the vapor pressure of the fuel.   When the increase corrected motor request torque exceeds the motor upper limit torque, the motor request torque is limited to the motor upper limit torque, and the decrease correction amount of the throttle valve opening is reduced according to the difference between the two. The hybrid vehicle control device according to claim 1.

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