JP2012086797A - Traveling control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress uncomfortable feeling to a diver in automatic traveling such as cruise traveling.SOLUTION: The traveling control device for a hybrid vehicle includes: an automatic traveling means which is operated by the start operation of the driver, and calculates a target drive force for automatically adjusting an actual vehicle speed to a target vehicle speed corresponding to a traveling state which is set by the driver; and an F/C recovery determination means which supplies fuel to an engine before request torque corresponding to the target drive force is inverted to a positive value from a negative value when only a motor serves as a drive source of drive wheels during the operation of the automatic traveling means.

Description

  The present invention relates to a vehicular travel control technique for a hybrid vehicle that travels using an engine and a motor as drive sources and uses at least one of the engine and motor according to the travel state.

  As a travel control device for a hybrid vehicle, for example, there is a technique described in Patent Document 1. In the travel control device of Patent Document 1, the engine is stopped to reduce fuel consumption and the vehicle speed is controlled by the output of the motor in response to an accelerator operation request from the driver.

JP 2005-160252 A

  In a general hybrid vehicle travel control apparatus, when the engine is stopped as described above during automatic constant speed travel (cruise travel), fuel supply to the engine is stopped (fuel cut: hereinafter referred to as “F / C ”) and stop the engine. Here, the F / C is set in advance with the automatic cruise request torque in a state where the hybrid vehicle is decelerating in the travel mode (hereinafter, sometimes referred to as “HEV mode”) using the engine and motor. This is performed when the F / C determination value is less than the specified value. The “automatic cruise request torque” is a torque required for the engine during automatic constant speed running.

When the fuel is supplied again to the engine from the above-described F / C state (hereinafter sometimes referred to as “F / C recover”), the automatic cruise request torque is set to the preset F / C. When the recovery judgment value is exceeded, fuel is supplied to the engine.
A driver who intends to temporarily accelerate the hybrid vehicle from the set vehicle speed during the above-described automatic constant speed driving increases the vehicle speed by depressing the accelerator pedal (accelerator ON) and then pressing the accelerator pedal. Stop the operation (accelerator OFF). After the accelerator is turned off, the increased vehicle speed is reduced (returned) to the set vehicle speed by coast deceleration in the state where the F / C is performed. When the vehicle speed decreases to the set vehicle speed, F / C recovery is performed, and again Drive with the automatic cruise demand torque according to the road resistance.

At the time when the above F / C recovery is performed, the automatic cruise request torque is reversed from the negative side to the positive side value, so that a shift shock occurs due to this reversal. As a result, the engine start shock that occurs during F / C recovery and the above-described shift shock occur simultaneously, and a large shock is generated, which may cause the driver to feel uncomfortable.
The present invention pays attention to the above points, and an object thereof is to suppress a sense of discomfort given to a driver in automatic traveling such as cruise traveling.

  In order to solve the above-described problem, the present invention calculates a target driving force for automatically adjusting an actual vehicle speed to a target vehicle speed according to a driving state set by the driver, which is activated by a driver's starting operation. A travel control apparatus for a hybrid vehicle including means. Furthermore, the traveling control apparatus of the present invention is configured so that the required engine torque corresponding to the target driving force is reversed from a negative value to a positive value when only the motor is the driving source of the driving wheel during the operation of the automatic traveling means. And a means for supplying fuel to the engine.

  According to the present invention, it is possible to suppress a sense of discomfort given to the driver in automatic traveling such as cruise traveling.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a figure which shows the structural example of the hybrid system which concerns on embodiment based on this invention. It is a figure which shows the flow of a basic signal in the integrated controller which concerns on embodiment based on this invention. It is a figure which shows the functional block of the integrated controller which concerns on embodiment based on this invention. It is a functional block of a target drive torque calculation part. It is a figure which shows the transition relationship of vehicle state mode. It is a functional block of a vehicle state mode determination part. It is a flowchart which shows the process of a temporary acceleration determination calculating part. It is a time chart which shows the process of a temporary acceleration determination calculating part. It is a flowchart which shows the process of a latch process calculating part. It is a flowchart which shows the process of a F / C recovery request | requirement calculating part. It is a flowchart which shows the process of a coast F / C determination calculating part. It is a time chart which shows the process of a coast F / C determination calculating part. It is a flowchart which shows the operation | movement which the hybrid vehicle of embodiment based on this invention performs. It is a time chart which shows the operation | movement and effect | action which the hybrid vehicle of embodiment based on this invention performs.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment. The hybrid vehicle shown in FIG. 1 is an example of rear wheel drive, but the present invention is also applicable to front wheel drive. In the following description, the hybrid vehicle may be described as “vehicle” or “own vehicle”.

(Configuration of drive system)
First, the configuration of the drive system (power train) will be described.
As shown in FIG. 1, the power train of the present embodiment has a motor 2 and an automatic transmission 3, that is, AT (= transmission T) in the middle of a torque transmission path from the engine 1 to the left and right rear wheels (drive wheels). / M). Further, the power train of the present embodiment includes the first clutch 4 between the engine 1 and the motor 2, and the second clutch is provided in the torque transmission path between the motor 2 and the drive wheel (rear wheel). 5 is inserted.

In this example, the second clutch 5 constitutes a part of the automatic transmission 3 (= transmission T / M). The automatic transmission 3 is connected to drive wheels 7 (rear wheels) through a propeller shaft, a differential 6 (DF: differential gear), and a drive shaft.
The engine 1 is a gasoline engine or a diesel engine. The engine 1 can control the valve opening degree of the throttle valve and the like based on a control command from an engine controller 22 described later. A flywheel may be provided on the output shaft of the engine 1.

  The motor 2 is, for example, a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor 2 can be controlled by applying a three-phase alternating current generated by an inverter 8 described later based on a control command from a motor controller 23 described later. The motor 2 can also operate as an electric motor that rotates by receiving power supplied from a battery 9 (described later) (this state is referred to as “powering”).

Further, when the rotor is rotated by an external force, the motor 2 functions as a generator that generates an electromotive force at both ends of the stator coil, and can charge the battery 9 (this operation state is expressed as “ Called "regeneration"). The rotor of the motor 2 is connected to the input shaft of the automatic transmission 3 via a damper (not shown).
The first clutch 4 is a hydraulic single-plate clutch interposed between the engine 1 and the motor 2. The first clutch 4 is engaged or disengaged according to the control hydraulic pressure created by the first clutch hydraulic unit so as to obtain the input target clutch transmission torque based on a control command from the AT controller 24 described later. It becomes. The engagement / release of the first clutch 4 includes slip engagement and slip release.

The second clutch 5 is a hydraulic multi-plate clutch. Based on a control command from the AT controller 24, the second clutch 5 is engaged or disengaged by a control hydraulic pressure generated by a second clutch hydraulic unit (not shown) so as to achieve a target clutch transmission torque. Become. The engagement / release of the second clutch 5 includes slip engagement and slip release.
The automatic transmission 3 has a stepped gear ratio such as a forward 7-speed reverse 1-speed or a forward 6-speed reverse 1-speed according to the vehicle speed or a shift accelerator opening degree input from the integrated controller 21 described later. A transmission that automatically switches. Here, the second clutch 5 is not newly added as a dedicated clutch, and some of the frictional engagement elements among the plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 3 are diverted. And configure.

Here, in the present embodiment, the case where the second clutch 5 is configured as a part of the automatic transmission 3 (= transmission T / M) is illustrated, but the present invention is not limited to this. That is, the second clutch 5 may be configured to be disposed between the motor 2 and the automatic transmission 3 or between the automatic transmission 3 and the differential 6, for example.
Each wheel is provided with a brake unit (not shown). Each brake unit includes, for example, a disc brake and a drum brake. Each brake unit may be a hydraulic brake device or an electric brake device. Each brake unit applies a braking force to the corresponding wheel in response to a command from the brake controller 25. Note that the brake unit need not be provided on all wheels.

Moreover, in FIG. 1, the code | symbol 14 shows an electric sub oil pump and the code | symbol 15 shows a mechanical oil pump. These oil pumps 14 and 15 generate hydraulic pressure for each clutch. Reference numeral 10 denotes an engine rotation sensor that detects the rotation speed of the engine 1, and reference numeral 11 denotes a motor rotation sensor such as a resolver that detects the rotation of the motor 2.
In FIG. 1, reference numeral 12 denotes an AT input rotation sensor that detects the rotation of the input shaft of the transmission, and reference numeral 13 denotes an AT output rotation sensor that detects the rotation of the output shaft of the transmission. Moreover, the code | symbol 27 shows the wheel speed sensor which detects rotation of a wheel. The wheel speed sensor 27 may also be provided on a driven wheel (front wheel) (not shown).

FIG. 2 is a configuration diagram illustrating the control system for the power train shown in FIG.
Reference numeral 33 denotes an accelerator pedal operated by the driver. The accelerator opening APO of the accelerator pedal 33 is detected by the accelerator sensor 20. Then, the accelerator sensor 20 outputs the detected accelerator opening APO information to the integrated controller 21.
Reference numeral 34 denotes a pedal actuator. The pedal actuator 34 is an actuator that applies a pedal reaction force to the accelerator pedal 33. Here, the pedal reaction force has a magnitude corresponding to a command from the inter-vehicle distance controller 31.

Reference numeral 32 indicates a radar unit constituting the preceding vehicle detection means. The radar unit 32 detects a preceding vehicle ahead of the host vehicle, and outputs the detected preceding vehicle information to the inter-vehicle distance controller 31.
Reference numeral 27 denotes a wheel speed sensor. The wheel speed sensor 27 outputs the detected wheel speed information to the brake controller 25. Further, the vehicle speed information obtained from the wheel speed information is output from the brake controller 25 to the integrated controller 21 and the inter-vehicle distance controller 31.

Moreover, the code | symbol 35 shows the meter for showing a driving | running | working state to a driver | operator. The meter 35 displays information such as auto cruise.
Reference numeral 29 denotes a brake switch. The brake switch 29 detects an operation of a brake pedal (not shown).
Reference numeral 28 denotes a steering switch. The steering switch 28 is an operator for a driver to start cruise traveling, which is automatic constant speed traveling, and to change a traveling condition (target vehicle speed). Here, the cruise travel includes inter-vehicle controlled cruise travel in addition to automatic constant speed travel.

Reference numeral 30 denotes a cruise cancel switch. This cruise cancel switch 30 is an operator for instructing the end of cruise traveling, and is provided in the vicinity of the steering switch 28 and on the brake pedal.
Reference numeral 18 denotes a voltage sensor that detects the voltage of the battery 9, and reference numeral 19 denotes a current sensor that detects the current of the battery 9.

(Control system configuration)
Next, the configuration of the control system of the hybrid vehicle will be described.
The hybrid vehicle control system includes an engine controller 22, a motor controller 23, and an inverter 8, as shown in FIG. 2. The hybrid vehicle control system includes a battery controller 26, an AT controller 24, a brake controller 25, an integrated controller 21, and an inter-vehicle distance controller 31.

The engine controller 22, the motor controller 23, the AT controller 24, the brake controller 25, the inter-vehicle controller 31 and the integrated controller 21 are connected via a CAN communication line (not shown) capable of transmitting and receiving information to and from each other.
The engine controller 22 inputs engine speed information from the engine speed sensor 10. Then, the engine controller 22 outputs a command for controlling the engine operating point (Ne, Te) according to the target engine torque or the like from the integrated controller 21, for example, to a throttle valve actuator (not shown). Information about the engine speed Ne is acquired from the integrated controller 21 via the CAN communication line.

The motor controller 23 inputs information from the motor rotation sensor 11 that detects the rotor rotation position of the motor 2. The motor controller 23 outputs a command for controlling the motor operating point (Nm, Tm) of the motor 2 to the inverter 8 in accordance with the target motor torque, the rotational speed command, etc. from the integrated controller 21.
The battery controller 26 monitors the battery SOC that represents the state of charge of the battery 9 based on information from the voltage sensor 18 that detects the voltage of the battery 9 and information from the current sensor 19 that detects the current of the battery 9. Then, the battery controller 26 supplies information on the monitored battery SOC as control information of the motor 2 to the integrated controller 21 via the CAN communication line.

  The AT controller 24 inputs sensor information from a first clutch oil pressure sensor (not shown) and a first clutch stroke sensor (not shown). Then, the AT controller 24 sends a command for controlling engagement / disengagement of the first clutch 4 according to the first clutch control command (target first clutch transmission torque command) from the integrated controller 21 to the first clutch hydraulic unit. (Not shown).

  The AT controller 24 inputs sensor information from a wheel speed sensor 27 and a second clutch hydraulic pressure sensor (not shown). Then, the AT controller 24 sends a command for controlling the engagement / release of the second clutch 5 in response to the second clutch control command (target second clutch torque command) from the integrated controller 21 in the AT hydraulic control valve. Output to the second clutch hydraulic unit. Here, the output of the command for controlling the engagement / disengagement of the second clutch 5 is performed in preference to the control of the second clutch in the shift control.

  The brake controller 25 inputs sensor information from a wheel speed sensor 27 that detects each wheel speed of each wheel (four wheels) and sensor information from a brake stroke sensor (not shown). The brake controller 25 calculates a target deceleration based on a brake pedal stroke amount, a braking request amount from the inter-vehicle controller 31 and the vehicle speed in a preset control cycle.

Then, the brake controller 25 distributes the braking force to the cooperative regenerative braking request torque with the target deceleration as the rotational braking force and the target hydraulic braking force as the mechanical braking force (hydraulic braking force) as the regenerative cooperative brake control. Further, the brake controller 25 outputs the cooperative regenerative brake request torque to the motor controller 23 of the integrated controller 21.
The brake controller 25 outputs the target hydraulic braking force to the hydraulic braking force device. For example, the brake controller 25 performs regenerative cooperative brake control when the regenerative braking force is insufficient with respect to the required braking force obtained from the brake stroke BS or the like when the brake pedal is depressed.

And the said brake controller 25 is based on the regenerative cooperative control instruction | command from the integrated controller 21 so that the said insufficiency may be supplemented with mechanical braking force (hydraulic braking force or the braking force which the motor 2 generate | occur | produces). Take control.
Further, the inter-vehicle controller 31 receives information on the steering switch 28 set by the driver, cruise control operation permission state, and other necessary information from the integrated controller 21. When the inter-vehicle controller 31 determines that the inter-vehicle control for the preceding vehicle is to be performed based on the information from the integrated controller 21, the inter-vehicle controller 31 calculates the target acceleration and the target deceleration for realizing the target inter-vehicle distance and the target inter-vehicle time for the preceding vehicle. Calculate. This calculation is performed based on the own vehicle speed, information on the preceding vehicle based on detection by the radar unit 32 (such as an inter-vehicle distance and a relative speed).

Then, the inter-vehicle control controller 31 outputs the obtained target acceleration to the integrated controller 21 as inter-vehicle cruise request torque (ACC required torque). Further, the inter-vehicle controller 31 outputs the obtained target deceleration to the brake controller 25 as a braking request torque.
The inter-vehicle distance controller 31 includes a DCA control (Distance Control Assist) unit 31A. The DCA control unit 31A calculates a pedal reaction force command based on accelerator opening APO information received from the integrated controller 21, vehicle speed information based on detection by the wheel speed sensor 27, and information from the radar unit 32. Then, the DCA control unit 31A outputs the calculated reaction force command to the pedal actuator 34 as support information for the driver to keep the distance from the preceding vehicle. The pedal actuator 34 applies a reaction force to the input accelerator pedal 33.
The integrated controller 21 is responsible for managing the energy consumption of the entire vehicle and running the vehicle with the highest efficiency.

The integrated controller 21 inputs information from the engine speed sensor 10 that detects the engine speed Ne, and inputs information from the motor speed sensor 11 that detects the motor speed Nm. Further, the integrated controller 21 inputs information from the AT input rotation sensor 12 that detects the transmission input rotation speed, and inputs information from the AT output rotation sensor 13 that detects the transmission output rotation speed.
Further, the integrated controller 21 inputs accelerator opening APO information from the accelerator sensor 20 and inputs information on the storage state SOC of the battery 9 from the battery controller 26.
Further, the integrated controller 21 outputs information acquired via the CAN communication line.

Further, the integrated controller 21 performs operation control of the engine 1 according to a control command to the engine controller 22. The integrated controller 21 executes operation control of the motor 2 in accordance with a control command to the motor controller 23.
Further, the integrated controller 21 executes the engagement / disengagement control of the first clutch 4 and the engagement / disengagement control of the second clutch 5 according to the control command to the AT controller 24.

(Basic operation mode in hybrid vehicle)
Here, the basic operation mode in the hybrid vehicle of the present embodiment will be described.
If the battery SOC is low while the vehicle is stopped, the engine 1 is started to generate power, and the battery 9 is charged. When the battery SOC is in the normal range, the engine 1 is stopped while the first clutch 4 is engaged and the second clutch 5 is released.
At the time of starting by the engine 1, the motor 2 is rotated according to the accelerator opening APO and the battery SOC state to switch to power running / power generation.

On the other hand, at the time of starting by the motor 2, the driving force by the motor 2 is increased until the vehicle moves forward, and then the second clutch 5 is shifted from slip control to engagement. Here, at the time of starting by the motor 2, for example, when the output rotation of the automatic transmission 3 becomes negative due to rollback, slip control of the second clutch 5 is performed and the rotation of the motor 2 is maintained at the positive rotation. To do.
In the motor running (EV mode), the motor torque and battery output necessary for starting the engine 1 are ensured. In addition, when the vehicle speed of the host vehicle becomes equal to or higher than a predetermined vehicle speed (EV prohibited vehicle speed) set in advance based on a map or the like set in advance, the vehicle travels from the motor travel (EV mode) to the engine travel (HEV mode). Further, when the engine is running, the motor 2 assists the engine torque delay in order to improve the response when the accelerator pedal is depressed. That is, while the engine is running, there is a mode in which the vehicle runs with only the power of the engine 1 or with both the power of the engine 1 and the motor 2.

At the time of brake ON deceleration (deceleration accompanied by operation of the brake pedal), a deceleration force corresponding to the driver's brake operation is obtained by regenerative cooperative brake control.
At the time of shifting during engine traveling or motor traveling, the motor 2 is regenerated / powered to adjust the rotational speed associated with shifting during acceleration / deceleration, thereby performing smooth shifting without a torque converter.

Next, a part related to the present invention in the braking / driving control process executed by the integrated controller 21 will be described using FIGS. 3 and 4 with reference to FIGS.
FIG. 3 illustrates a schematic configuration diagram illustrating a basic flow of basic command values in the control of the integrated controller 21 of the present embodiment. FIG. 4 is a functional block diagram functionally illustrating the control of the integrated controller 21 of the present embodiment.
As shown in FIG. 4, the integrated controller 21 includes a required power generation torque calculation unit 21A, a required engine torque calculation unit 21B, a motor output possible torque calculation unit 21C, a target drive torque calculation unit 21D, and a vehicle state mode determination unit 21E. As shown in FIG. 4, the integrated controller 21 includes an engine start control unit 21F, an engine stop control unit 21G, a target engine torque calculation unit 21H, a target motor torque calculation unit 21J, and a target clutch torque calculation unit 21K.

The required power generation torque calculation unit 21A calculates the required power generation torque to be generated by the motor 2 based on vehicle speed information, battery information such as SOC from the battery controller 26, and the like.
The required engine torque calculation unit 21B calculates the required engine torque that should be generated in the engine 1 based on the running state such as the vehicle speed and the required power generation torque calculated by the required power generation torque calculation unit 21A.

The motor output possible torque calculation unit 21C calculates motor output possible torque that the motor 2 can output based on battery information such as SOC from the battery controller 26, vehicle speed, and the like.
The target drive torque calculation unit 21D calculates a target drive torque to be targeted. The target drive torque calculation unit 21D includes a driver request torque calculation unit and an automatic control request torque calculation unit.
The driver request torque calculation unit calculates the driver request torque that is estimated to be requested by the driver based on the operation amount (accelerator opening APO) of the accelerator pedal 33 operated by the driver.

In addition, the automatic control request torque calculation unit calculates an automatic control request torque for automatically adjusting to a driving state of a driving condition (set vehicle speed) preset by the driver. Here, the calculation of the automatic control request torque is started by operating a steering switch that is an automatic travel control switch, and is ended by operating the cruise cancel switch 30.
Then, the target drive torque calculator 21D calculates the target drive torque based on the driver request torque calculated by the driver request torque calculator and the automatic control request torque calculated by the automatic control request torque calculator.

As shown in FIG. 5, the target drive torque calculation unit 21D of the present embodiment includes a driver request torque calculation unit 21Da, an automatic control request torque calculation unit 21Db, a first target drive torque calculation unit 21Dc, a vehicle speed limiter torque calculation unit 21Dd, The final target drive torque calculation unit 21De is provided.
The driver request torque calculation unit 21Da calculates the driver request torque based on at least the accelerator opening APO information of the accelerator pedal 33 and the vehicle speed. Further, in the example shown in FIG. 3, the driver request torque calculation unit 21Da inputs the accelerator opening APO and the transmission input rotation speed, and calculates the basic driver request torque with reference to the base torque map.
Further, the driver request torque calculation unit 21Da calculates the first correction torque based on the vehicle speed with reference to the creep / coast driving force table. Further, the second correction torque is calculated with reference to the MG assist torque MAP based on the power limit information based on the accelerator opening APO information, the transmission input rotation speed, the SOC, and the like.

Then, the driver request torque calculation unit 21Da obtains a final driver request torque based on the calculated basic driver request torque, the first correction torque, and the second correction torque.
The automatic control request torque calculation unit 21Db outputs the steering switch 28 and the ACC permission signal to the inter-vehicle control controller 31 and inputs the inter-vehicle cruise request torque (ACC required torque) from the inter-vehicle control controller 31. Further, the automatic control request torque calculation unit 21Db generates a constant speed cruise request torque for automatically adjusting the actual vehicle speed to the set vehicle speed based on the set vehicle speed set by the steering ring SW and the current vehicle speed. Calculate.

Then, the automatic control request torque calculation unit 21Db converts either the inter-vehicle cruise request torque (ACC required torque) or the constant speed cruise request torque according to the presence or absence of the ACC operation (inter-vehicle control operation). Choose as. Here, during the ACC operation, processing is performed so that the inter-vehicle cruise request torque is prioritized and selected over the constant speed cruise request torque.
In the following description, the automatic control request torque selected by the automatic control request torque calculation unit 21Db among the constant speed cruise request torque and the inter-vehicle cruise request torque may be described as “automatic cruise request torque”.

The first target drive torque calculator 21Dc performs a select high of the driver request torque calculated by the driver request torque calculator 21Da and the automatic control request torque calculated by the automatic control request torque calculator 21Db. Then, the larger torque of the driver required torque and the automatic control required torque is selected and output as the first target drive torque.
The vehicle speed limiter torque calculating unit 21Dd calculates a vehicle speed limiter torque for setting the vehicle speed to be equal to or lower than the upper limit vehicle speed based on the set vehicle speed set by the steering switch 28 and the current vehicle speed.
The final target drive torque calculation unit 21De performs a select low between the first target drive torque output by the first target drive torque calculation unit 21Dc and the vehicle speed limiter torque calculated by the vehicle speed limiter torque calculation unit 21Dd. That is, the target drive torque is obtained by limiting the first target drive torque with the vehicle speed limiter torque.

  The vehicle state mode determination unit 21E determines a target vehicle state mode (EV mode, HEV mode) as a target. For this determination, refer to the vehicle state mode area map (EV-HEV transition map) based on the accelerator opening APO, vehicle speed information (or transmission output speed), motor output possible torque, required engine torque and target drive torque. And do it. This is because, for example, when the torque obtained by adding the cranking torque necessary for starting the engine 1 to the target drive torque for vehicle braking / driving control falls below the torque that the motor 2 can output, the mode is changed from the HEV mode to the EV mode. The operation mode changes.

  Further, the vehicle state mode determination unit 21E sets the target target vehicle state mode to the HEV mode when there is a required engine torque due to a request such as battery charging. If the current vehicle state mode is the EV mode and the target vehicle state mode is the HEV mode, the engine start sequence is processed. Further, when the current vehicle state mode is the HEV mode and the target vehicle state mode is the EV mode, the engine stop sequence is processed.

Here, as shown in FIG. 6, the vehicle state mode includes an HEV mode, an EV mode, and an engine stop sequence mode and an engine start sequence mode which are modes at the time of transition.
The HEV mode is a vehicle state mode in which the vehicle travels with at least the engine 1 as a drive source.

The mode of the engine stop sequence is a vehicle state mode at the time of transition when shifting from the HEV mode to the EV mode. The engine start sequence mode is a vehicle state mode at the time of transition from the EV mode to the HEV mode. When the current vehicle state mode and the target vehicle state mode are the same, the previous state mode is maintained.
For example, when the current vehicle state mode is the EV mode and the target vehicle state mode is also the EV mode, the vehicle state mode is set to the EV mode. Further, when the current vehicle state mode is the HEV mode and the target vehicle state mode is also the HEV mode, the vehicle state mode is set to the HEV mode.

On the other hand, when the current vehicle state mode is the EV mode and the target vehicle state mode is the HEV mode, or when the current vehicle state mode is the HEV mode and the target vehicle state mode is the EV mode, the transition mode is Until the engine 1 is stopped or started, the engine stop sequence mode or the engine start sequence mode is set.
As shown in FIG. 7, the vehicle state mode determination unit 21E in the present embodiment includes a temporary acceleration determination calculation unit 21Ea, a latch processing calculation unit 21Eb, an F / C recovery request calculation unit 21Ec, and a coast F / C determination calculation. A portion 21Ed is provided.

Hereinafter, the process of the temporary acceleration determination calculation unit 21Ea will be described with reference to the flowchart of FIG. 8 and the time chart of FIG.
First, in step S100, it is determined whether the driver operates the steering switch 28 to start (activate) automatic constant speed travel (cruise travel). And when cruise driving | running | working is operating, it transfers to step S110. On the other hand, if the cruise is not operating, the process proceeds to step S120.

In step S110, it is determined whether or not the driver request torque ("final driver request torque" described above) exceeds the automatic cruise request torque. When the driver request torque exceeds the automatic cruise request torque, the process proceeds to step S130. On the other hand, if the driver request torque is equal to or less than the automatic cruise request torque, the process proceeds to step S140.
In step S120, the temporary acceleration determination is set to “OFF”. Then return.
In step S130, the temporary acceleration determination is set to “ON”. Then return.
In step S140, the temporary acceleration determination is set to “OFF”. Then return.

That is, in the process of the temporary acceleration determination calculation unit 21Ea, as shown in FIG. 9, when the driver request torque exceeds the automatic cruise request torque (at the time “t1”), the temporary acceleration determination is set to “ON”.
Here, during temporary acceleration, the target vehicle speed is less than the actual vehicle speed, so the automatic cruise request torque is a coast torque and a deceleration request, but the driver request torque is selected in the select high process as the target drive torque. Therefore, the vehicle is accelerated.

Next, the processing of the latch processing calculation unit 21Eb will be described with reference to the flowchart of FIG.
First, in step S200, it is determined whether or not automatic constant speed traveling (cruise traveling) is being controlled. And when control of cruise driving is performed, it shifts to Step S210. On the other hand, if the cruise control is not performed, the process proceeds to step S220.

In step S210, it is determined whether or not the following condition [1] is satisfied. If the condition [1] is satisfied, the process proceeds to step S230. On the other hand, when the condition [1] is not satisfied, the process proceeds to step S240.
Here, the condition in which the condition [1] is satisfied is a condition in which any one of I to III shown below is satisfied.
I. Automatic cruise demand torque ≥ 0
II. The target vehicle speed is changed by operating the steering switch 28 by the driver.
III. The temporary acceleration latch determination is set to “ON” and the temporary acceleration ON edge is established.

The above III is used when the temporary acceleration is determined again after the temporary acceleration until the vehicle speed decreases to the set vehicle speed.
Here, the temporary acceleration latch determination is a flag that is set to “ON” from the time when the temporary acceleration determination is set to “ON” to the time when the automatic cruise request torque decreased to the negative side changes to the positive side. It is.

The temporary acceleration ON edge is established when the temporary acceleration determination changes from “OFF” to “ON”.
In step S220, the temporary acceleration latch determination is set to “OFF”. Then return.
In step S230, the temporary acceleration latch determination is set to “OFF”. Then return.
In step S240, it is determined whether or not the temporary acceleration determination is set to “ON” based on the processing of the temporary acceleration determination calculation unit 21Ea. When the temporary acceleration determination is set to “ON”, the process proceeds to step S250. On the other hand, if the temporary acceleration determination is not set to “ON”, the process proceeds to step S260.

In step S250, the temporary acceleration latch determination is set to “ON”, and the process proceeds to step S270.
In step S260, the temporary acceleration latch determination is set to “OFF”. Then return.
In step S270, it is determined whether or not a temporary acceleration ON edge is established. And when temporary acceleration determination is materialized, it transfers to step S280. On the other hand, if the temporary acceleration determination is not established, the process returns.

Here, when the temporary acceleration start latch vehicle speed is set in the previous process, if it is determined in the determination process in step S270 that the temporary acceleration determination is not satisfied, the temporary acceleration start latch vehicle speed is Returns after performing processing to hold the value.
In step S280, the temporary acceleration start latch vehicle speed is set. Then return.
Here, the temporary acceleration start latch vehicle speed is a vehicle speed at the time when the temporary acceleration ON edge is established, and is a target when the vehicle speed is decreased in a state where the accelerator pedal 33 is returned after the temporary acceleration (accelerator OFF). Speed.
Therefore, the temporary acceleration start latch vehicle speed is a set speed during constant speed traveling, and a speed according to the distance between the host vehicle and the preceding vehicle during inter-vehicle controlled cruise traveling.

Next, processing of the F / C recovery request calculation unit 21Ec will be described with reference to the flowchart of FIG.
First, in step S300, the vehicle speed deviation ΔVSP is calculated by subtracting the temporary acceleration start latch vehicle speed set by the process of the latch processing calculation unit 21Eb from the maximum value of the actual vehicle speed in the temporary acceleration, and step S310. Migrate to
In step S310, it is determined whether or not the following condition [2] is satisfied. If the condition [2] is satisfied, the process proceeds to step S320. On the other hand, when the condition [2] is not satisfied, the process proceeds to step S330.

Here, the condition in which the condition [2] is satisfied is a condition in which any one of I to III shown below is satisfied.
I. Automatic cruise request torque ≥ F / C recovery judgment value II. The target vehicle speed is changed by operating the steering switch 28 by the driver.
III. The temporary acceleration latch determination is set to “ON” and the temporary acceleration ON edge is established.
The above III is used when the temporary acceleration is determined again after the temporary acceleration until the vehicle speed decreases to the set vehicle speed.

The above I is a condition for invalidating the F / C recovery request based on the flag set by the processing of the F / C recovery request calculation unit 21Ec. Even in base control in which automatic constant speed running is not performed, F / C This is the condition of the area to be recovered.
The “F / C recover determination value” is an F / C recover that supplies fuel to the engine 1 again from an F / C state in which the fuel supply to the engine 1 is stopped to stop the engine 1. It is a threshold value used for determination.

The F / C recovery determination value is a preset value, and is stored in the F / C recovery request calculation unit 21Ec and the coast F / C determination calculation unit 21Ed. In addition to storing the F / C recovery determination value in the F / C recovery request calculation unit 21Ec and the coast F / C determination calculation unit 21Ed, for example, a dedicated storage unit is provided and acquired from this storage unit. May be.
Further, when setting the F / C recovery determination value, the F / C recovery determination value may be set by changing the magnitude according to the set speed or the like in the automatic constant speed running.

In step S320, the temporary acceleration F / C recovery request is set to “OFF”. Then return.
In step S330, it is determined whether or not the following condition [3] is satisfied. If condition [3] is satisfied, the process proceeds to step S340. On the other hand, when the condition [3] is not satisfied, the process proceeds to step S350.

Here, the condition in which the condition [3] is satisfied is a condition in which all of the following I to III are satisfied.
I. Temporary acceleration is cancelled.
II. Temporary acceleration latch determination is set to “ON”.
III. The vehicle speed deviation ΔVSP is less than the convergence determination value.
Here, the “convergence determination value” is a vehicle speed between the maximum value of the actual vehicle speed in the temporary acceleration and the latch vehicle speed at the start of temporary acceleration (target vehicle speed).

That is, the magnitude relationship among the maximum value of the actual vehicle speed during temporary acceleration, the latch vehicle speed at the start of temporary acceleration, and the convergence determination value is expressed by the following relational expression (1).
Maximum value of actual vehicle speed in temporary acceleration> Convergence judgment value> Latch vehicle speed at the start of temporary acceleration (1)
Further, when the convergence determination value is set, it is set according to the magnitude of the vehicle speed deviation ΔVSP and the interval between the time when the F / C recovery is generated and the time when the automatic cruise request torque changes from the negative side to the positive side.

In step S340, the temporary acceleration F / C recovery request is set to “ON”. Then return.
In step S350, the temporary acceleration F / C recovery request is set to “OFF”. Then return.
That is, in the process of the F / C recovery request calculation unit 21Ec, the temporary acceleration determination is canceled by turning off the accelerator while the temporary acceleration latch determination is set to “ON” by temporary acceleration by turning on the accelerator. After that, the temporary acceleration F / C recovery request flag is set to “ON” while the vehicle speed decreasing due to coastal deceleration decreases to the temporary acceleration start latch vehicle speed.

  Here, when the automatic cruise request torque exceeds the F / C recovery determination value, the temporary acceleration F / C recovery request is set to “OFF”, and the temporary acceleration F / C recovery request and a coast, which will be described later, are set. Invalidate the F / C request. This is because the F / C recovery is performed in the base control in which the automatic constant speed traveling is not performed even when the flag set in the processing of the F / C recovery request calculation unit 21Ec is not requested.

Next, the processing of the coast F / C determination calculation unit 21Ed will be described with reference to the flowchart of FIG. 12 and the time chart of FIG.
First, in step S400, it is determined whether a condition that the required engine torque is equal to or less than the F / C determination value and a condition that the temporary acceleration F / C recovery request is set to “OFF” are satisfied. . If the condition that the requested engine torque is equal to or less than the F / C determination value and the condition that the F / C recovery request during temporary acceleration is set to “OFF” are satisfied, the process proceeds to step S410. On the other hand, when at least one of the condition that the requested engine torque is equal to or less than the F / C determination value or the condition that the temporary acceleration F / C recovery request is set to “OFF” is not satisfied, The process proceeds to step S420.
Here, the above-mentioned “F / C determination value” is a threshold value used for determination of F / C for stopping the fuel supply to the engine 1 in order to stop the engine 1, and is more than the F / C recovery determination value. It is a low value.

The F / C determination value is a preset value and is stored in the coast F / C determination calculation unit 21Ed. In addition to storing the F / C determination value in the coast F / C determination calculation unit 21Ed, for example, a dedicated storage unit may be provided and acquired from this storage unit.
Further, when setting the F / C determination value, the F / C determination value may be set by changing its magnitude in accordance with a set speed or the like in automatic constant speed running.

In step S410, the coast F / C request is set to “ON”, and the process proceeds to step S450.
In step S420, it is determined whether the condition that the requested engine torque is equal to or greater than the F / C recovery determination value or the condition that the temporary acceleration F / C recovery request is set to “ON” is satisfied. If the condition that the requested engine torque is equal to or greater than the F / C recovery determination value or the condition that the F / C recovery request for temporary acceleration is set to “ON” is satisfied, the process proceeds to step S430. To do. On the other hand, both of the conditions where the required engine torque is equal to or greater than the F / C recovery determination value and the condition where the temporary acceleration F / C recovery request is set to “ON” are satisfied. If neither condition is satisfied, the process proceeds to step S440.

In step S430, the coast F / C request is set to “OFF”, and the process proceeds to step S450.
In step S440, the coast F / C request is held at the previous value, that is, “ON” if it was set to “ON” in the previous process, and “OFF” if it was set to “OFF” in the previous process. Then, the process proceeds to step S450.

In step S450, a command corresponding to the coast F / C request set in steps S410, S430, and S440 is output. Then return.
That is, in the processing of the coast F / C determination calculation unit 21Ed, as shown in FIG. 13, when the required engine torque becomes equal to or less than the F / C determination value (at time “t2”), the coast corresponding to the required engine torque is obtained. Set F / C judgment to “ON”.
When the coast F / C determination corresponding to the requested engine torque is set to “ON”, the coast F / C request is set to “ON”, the F / C request is permitted, and the fuel supply to the engine 1 is performed. Stop.

When the F / C recovery request at the time of temporary acceleration is set to “ON” in the state where F / C is being performed, the coast F / C request is set to “OFF” at this time (“t3”). To "".
When the coast F / C request is set to “OFF”, F / C recovery is performed, and fuel is supplied again to the engine 1 in which F / C is performed.

When the required engine torque becomes equal to or greater than the F / C recovery determination value, the coast F / C determination corresponding to the required engine torque is set to “OFF” at this time (“t4”).
Therefore, in the processing of the coast F / C determination calculation unit 21Ed, as shown in FIG. 13, in the state where the temporary acceleration F / C recovery request is set to “ON”, regardless of the requested engine torque, Perform F / C recovery.
As a result, in the processing of the coast F / C determination calculation unit 21Ed, as shown in FIG. 13, at the timing (time t3) earlier than the time t4 when the required engine torque becomes equal to or higher than the F / C recovery determination value. C recovery will be performed.

  The target engine torque calculation unit 21H calculates the target engine torque based on the target vehicle state mode determined by the vehicle state mode determination unit 21E, travel state information such as vehicle speed, target drive torque, and requested engine torque required for power generation. calculate. Note that when the target vehicle state mode is the EV mode, the engine torque is not required, so the target engine torque is zero or a negative value. Further, when the preset F / C condition is satisfied, the engine 1 is in an idle state with the fuel supply stopped.

The target motor torque calculation unit 21J calculates the target motor torque based on the target vehicle state mode determined by the vehicle state mode determination unit 21E, travel state information such as vehicle speed, target drive torque, and required power generation torque. For example, a value obtained by subtracting a torque value obtained by performing delay correction on the target engine torque from the target drive torque is set as the target motor torque. When there is an input of regenerative brake request torque (<0) from another control unit, a value obtained by adding the regenerative brake request torque is set as the final target motor torque.
The engine start control unit 21F operates when the engine start flag is ON, performs a process of starting the engine 1 while the motor is running, and performs a transition process to the HEV mode.

  In addition, the engine start control unit 21F performs F / C recovery for the engine 1 in which the F / C is performed in response to the coast F / C request set by the cruise coast F / C determination processing unit 21Ea. Do. Specifically, when the coast F / C request is “ON” and the engine 1 is stopped, the fuel supply is stopped when the coast F / C request is shifted to the “OFF” state. By supplying fuel to the stopped engine 1, the stopped engine 1 is started.

Next, a processing example of the engine start control unit 21F will be described.
The engine start control unit 21F is activated when an engine start command (engine start flag is ON) is acquired during motor running.
First, a target second clutch torque command for setting the second clutch 5 to the target clutch transmission torque is output to the AT controller 24. The target second clutch transmission torque command TCL2 is a transmission torque command capable of transmitting a torque equivalent to the output torque before the engine starting process. Even if the driving force output from the motor 2 is increased, the target second clutch transmission torque command TCL2 affects the output shaft torque. The range that does not give Here, the AT controller 24 controls the second clutch hydraulic unit so that the clutch hydraulic pressure according to the command is generated.

  Next, a command for increasing the voltage of the motor 2 and controlling the rotational speed of the motor 2 is output to the motor controller 23. The actual torque of the motor 2 is determined by the load acting on the motor 2. Subsequently, a torque command is output to the AT controller 24 so that the torque transmission torque of the first clutch 4 becomes the cranking torque of the engine 1. Further, when it is detected that the engine speed and the motor speed are synchronized, a command for completely engaging the first clutch 4 is output as the end of the cranking process.

Specifically, the synchronization determination of the first clutch 4 determines that the first clutch 4 has been synchronized when a state where the differential rotation between the actual motor rotation and the actual engine rotation is equal to or less than a specified value has elapsed. Here, as the specified value, a differential rotation corresponding to the response dead time at the time of transition from the complete clutch to the fully engaged state is set. Further, when it is detected that the engine speed is equal to or higher than the startable speed, an engine start command is output to the engine controller 22. And it returns.
The engine stop control unit 21G is activated when an engine stop command (engine stop flag is ON) is acquired, drives the motor 2 from engine travel, and performs transition processing to motor travel.

  The engine stop control unit 21G performs the above F / C in response to the coast F / C request set by the cruise coast F / C determination processing unit 21Ea. Specifically, when the coast F / C request is “OFF” and the engine 1 is operating, the fuel to the engine 1 is shifted to a state where the coast F / C request is “ON”. By stopping the supply, the operating engine 1 is stopped.

  In addition, for example, the engine stop control unit 21G is activated when an engine stop command (engine stop flag is ON) is acquired, and first, a preset torque that causes the AT controller 24 to slide and engage the first clutch 4 is set. Output a command. Then, in synchronism with this torque command, a command to increase the voltage of the motor 2 and to control the rotational speed of the motor 2 is output to the motor controller 23.

  Thereby, the motor torque is increased while the torque from the engine 1 by the first clutch 4 is decreased, and the target drive torque is obtained. When the target motor torque becomes the target drive torque, a target first clutch 4 torque command for setting the first clutch 4 to target clutch transmission torque = 0 is output to the AT controller 24. Thereafter, a command for setting the target engine torque = 0 is output to the engine controller 22 to perform F / C.

  The target clutch torque calculation unit 21K calculates target clutch torques of the first clutch 4 and the second clutch 5 based on the target vehicle state mode determined by the vehicle state mode determination unit 21E and the torque generated by the engine 1 and the motor 2. . In the EV mode state, the first clutch 4 is output to the AT controller 24 and the second clutch 5 is output to the AT controller 24 to release the first clutch 4. In addition, the second clutch 5 is brought into an engaged state. Here, the engagement state of the second clutch 5 includes slip engagement.

In the HEV mode state, the first clutch 4 is output to the AT controller 24 and the second clutch 5 is output to the AT controller 24, whereby the first clutch 4 is engaged. In addition, the second clutch 5 is brought into an engaged state. Further, in the case of engine start or stop processing, the clutch torque that is in the above-described engaged / disengaged state is calculated.
Note that the VAPO calculation unit 21L in FIG. 3 calculates the corresponding estimated accelerator opening by performing reverse calculation from the above-described various cruise request torques, and uses the calculated estimated accelerator opening as the shift accelerator opening. 24.

(Function)
Hereinafter, with reference to the flowchart of FIG. 14 and the time chart of FIG. 15, operations performed by the hybrid vehicle of the present embodiment and actions associated with the operations will be described.
The hybrid vehicle of the present embodiment receives data from each of the sensors and the controller described above during traveling (step S500). And vehicle state mode is produced | generated based on the various data received by step S500 (step S501).

Next, after calculating the required power generation torque (step S502), the driver required torque is calculated from the accelerator opening (step S503).
At this time, when control of constant speed running (cruise running), which is automatic running, is not being performed, at least one of the engine 1 and the motor 2 that are driving sources using the driver requested torque based on the accelerator opening APO as a target driving force. Output is controlled.

  When the steering switch 28 is operated (step S504) and cruise driving is started, an automatic cruise request torque for setting the vehicle speed set by the driver is calculated as a target driving force (step S505, S506). Furthermore, the output of at least one of the engine 1 and the motor 2 that are drive sources is controlled so as to achieve the calculated target drive torque (step S507). In this case, when the driver does not make a temporary acceleration request, the accelerator pedal 33 is in an OFF state, and only when the driver wants to accelerate temporarily, the driver depresses the accelerator pedal 33, The vehicle is temporarily accelerated.

Here, as described above, the determination of the temporary acceleration is calculated from the driver request torque (the above-mentioned “final driver request torque” described above) and the automatic cruise request torque in the process of the temporary acceleration determination calculation unit 21Ea (step S508).
After calculating the determination of temporary acceleration in step S508, the process of correcting the target drive torque (step S509), the calculation of the target rotation speed of the motor 2 (step S510), and the calculation of the required engine torque (step S511). I do.

Thereafter, using the determination of the temporary acceleration calculated by the temporary acceleration determination calculation unit 21Ea, the coast F / C request is obtained by the processing of the latch processing calculation unit 21Eb, the F / C recovery request calculation unit 21Ec, and the coast F / C determination calculation unit 21Ed. Is output (step S512).
After outputting a coast F / C request command in step S512, a target engine torque, an estimated driver request torque, and an effective first clutch (CL1) transmission torque are calculated (steps S513 to S515). In addition, a target motor (MG) torque, a target second clutch (CL2) transmission torque, and a target first clutch (CL1) transmission torque are calculated (steps S516 to S518).

Then, each torque calculated in steps S513 to S518 described above is transmitted as a command value to each controller (step S519), and the process is terminated.
Here, FIG. 15 shows a time chart example in the processing of steps S508 and S512. Here, the time chart shown in FIG. 15 shows a state in which the required engine torque is changing during cruise traveling.

  As shown in FIG. 15, in the automatic constant speed running state, a driver who intends to temporarily accelerate from the set vehicle speed increases the vehicle speed by depressing the accelerator pedal 33 (at time “t5”). Then, the result of the temporary acceleration determination changes from “OFF” to “ON”. At this time, since the depression operation of the accelerator pedal 33 is performed, the state of the accelerator opening APO also changes from “OFF” to “ON”. Further, when the driver depresses the accelerator pedal 33 to increase the vehicle speed, the required engine torque also increases.

When the temporary acceleration determination result changes from “OFF” to “ON”, the temporary acceleration latch determination result also changes from “OFF” to “ON”. Further, when the result of the temporary acceleration determination is changed from “OFF” to “ON”, the temporary acceleration ON edge is established, so that the temporary acceleration start latch vehicle speed is set.
However, since the above condition [2] is satisfied at time t5, the temporary acceleration F / C recovery request is set to “OFF”. Therefore, at time t5, the coast F / C request is set to “OFF”, the F / C for the engine 1 is not performed, and the engine 1 continues to operate.

  Then, when the vehicle speed temporarily accelerated increases to the speed intended by the driver, for example, the driver stops the depression operation of the accelerator pedal 33 (accelerator opening = 0) (at time “t6”). ), The result of the temporary acceleration determination changes from “ON” to “OFF”. Further, when the driver stops the depression operation of the accelerator pedal 33, the state of the accelerator opening APO changes from “ON” to “OFF”.

Here, when the driver stops the operation of depressing the accelerator pedal 33, the required engine torque is suddenly decreased and decreased in order to return the temporarily increased vehicle speed to the latch vehicle speed at the start of temporary acceleration (set speed). It becomes the value of the side. The suddenly reduced demand engine torque becomes equal to or less than the F / C determination value at time t6, and further, the coastal acceleration F / C recovery request is set to “OFF” at time t5. The F / C request changes from “OFF” to “ON” at time t6.
Therefore, at time t6, the coast F / C request changes from “OFF” to “ON”, and the final command for performing the above F / C in cruise traveling is “ON”, and the engine 1 is instructed. F / C is performed.

At time t6, after the coast F / C request changes from “OFF” to “ON”, the requested engine torque and the vehicle speed decrease due to coast deceleration. When the reduced vehicle speed (actual vehicle speed) becomes less than the convergence determination value and the vehicle speed deviation ΔVSP becomes less than the convergence determination value (at time “t7”), the above condition [3] is satisfied and The F / C recovery request is set from “OFF” to “ON”.
That is, in the present embodiment, when the vehicle speed increased by the temporary acceleration converges to some extent (range corresponding to the convergence determination value) to the temporary acceleration start latch vehicle speed (set speed) after the accelerator is turned off, the required engine torque is Even on the negative side, F / C recovery is performed in advance.

At time t7, when the F / C recovery request at the time of temporary acceleration is set from “OFF” to “ON”, the coast F / C request changes from “ON” to “OFF”, and the above-mentioned during cruise driving The final command for performing F / C is “OFF”. For this reason, at time t7, F / C for the engine 1 is prohibited, and the above-described F / C recovery is performed.
Here, at time t7, a shock due to F / C recovery (F / C recovery shock S1) occurs. The F / C recover shock S1 is an impact generated when fuel is supplied to the engine 1 whose fuel supply has been stopped by F / C.

At time t7, when the vehicle speed deviation ΔVSP that has become less than the convergence determination value further decreases and returns to the latched vehicle speed at the time of the temporary acceleration start, the coast engine is stopped and the requested engine is maintained in order to maintain the vehicle speed at the set vehicle speed. Increase torque.
At this time, in order to return to the temporary acceleration start latch vehicle speed, the required engine torque, which is a negative value, is increased to a positive value. Here, when the required engine torque is reversed from the negative side to the positive side (at time “t8”), a shock (shift shock S2) due to this reversal occurs.

At this time, in the case of a hybrid vehicle such as the above-described conventional example, the F / C recovery shock S1 is performed because the F / C recovery is performed at the time (t8) when the required engine torque is reversed from the negative side to the positive side value. And the shift shock S2 occur simultaneously. For this reason, a big shock will generate | occur | produce and there exists a possibility of giving discomfort to a driver | operator.
On the other hand, in the present embodiment, the F / C recover shock S1 occurs at a timing (t7) earlier than the shift shock S2, so that the two shocks S1 and S2 can be generated in a distributed manner.

  Further, conventionally, with respect to the shift shock S2, backlash control, which is control for suppressing the shock, has been performed. This looseness control is a control that moderates fluctuations in the required engine torque. As in the conventional example, when the F / C recover shock S1 and the shift shock S2 occur simultaneously, the F / C recover shock causes the required engine. The torque will change suddenly. For this reason, as in the conventional example, when the F / C recover shock S1 and the shift shock S2 occur at the same time, the effect of suppressing the shift shock S2 by the backlash control is reduced.

However, in this embodiment, since the F / C recover shock S1 occurs at a timing (t7) earlier than the shift shock S2, the above-described backlash control is performed with little disturbance and the required engine torque is stable. Can be performed. For this reason, in this embodiment, it is possible to reduce the shift shock S2 as compared with the conventional example.
This is because when the base control accelerator is OFF, future driver operations are unpredictable, so it is unclear how much the vehicle speed will drop after the accelerator is OFF. This is done by using the fact that the vehicle speed to be returned later can be estimated in advance.
As a result, in the present embodiment, the timing at which the F / C recover shock S1 is generated is shifted from the timing at which the shift shock S2 is generated, thereby preventing the occurrence of a large shock and suppressing the uncomfortable feeling given to the driver. Is possible.

Further, in the present embodiment, the shift shock S2 can be efficiently suppressed, the occurrence of a large shock can be prevented, and the uncomfortable feeling given to the driver can be suppressed.
Here, the automatic control required torque calculation unit 21Db constitutes an automatic travel means. Further, the steering switch 28 constitutes an operator that performs a starting operation by the driver.
Further, the latch processing calculation unit 21Eb, the F / C recovery request calculation unit 21Ec, and the coast F / C determination calculation unit 21Ed constitute an F / C recovery determination unit.

(Effect of this embodiment)
(1) The automatic driving means is activated by a driver's starting operation, and calculates a target driving force for automatically adjusting the actual vehicle speed to the target vehicle speed according to the driving state set by the driver. In addition to this, when the F / C recovery determination means is only the motor is the driving source of the driving wheels during the operation of the automatic traveling means, the required engine torque corresponding to the target driving force is reversed from a negative value to a positive value. Supply fuel to the engine before starting.
For this reason, it is possible to generate a shock that occurs when fuel is supplied to the engine at an earlier timing than a shock that occurs when the required engine torque is reversed from a negative value to a positive value.

This makes it possible to generate two shocks in a distributed manner. In addition, it is possible to perform control for suppressing a shock that occurs when the required engine torque is reversed from a negative value to a positive value in a state where the required engine torque is stable with little disturbance.
As a result, it is possible to prevent the occurrence of a large shock and to efficiently suppress the shock that occurs when the required engine torque reverses from a negative value to a positive value. It is possible to suppress the uncomfortable feeling given.

(2) The F / C recovery determination means supplies fuel to the engine when the vehicle speed increased due to a temporary driving force increase request by the driver decreases and the decreased vehicle speed becomes less than the convergence determination value. Here, the convergence determination value is a vehicle speed between the maximum value of the actual vehicle speed increased by the temporary drive force increase request and the actual target vehicle speed, and is set in advance.
For this reason, when only the motor is the driving source of the driving wheel during the operation of the automatic traveling means, the timing for supplying fuel to the engine can be set to an arbitrary timing. This is performed using the fact that the vehicle speed returning after the accelerator is turned off can be estimated in advance in the temporary acceleration of the cruise control.
As a result, a shock that occurs when fuel is supplied to the engine can be generated at an arbitrary timing that is earlier than a shock that occurs when the required engine torque reverses from a negative value to a positive value.

(Modification)
(1) In this embodiment, the convergence determination value is set to the vehicle speed between the actual maximum vehicle speed increased by the temporary driving force increase request and the target vehicle speed. However, the present invention is not limited to this. That is, for example, a minimum value when the required engine torque reverses from a negative value to a positive value may be estimated, and a value larger than the estimated minimum value may be set as the convergence determination value. In this case, the F / C recovery determination unit supplies fuel to the engine when the required engine torque decreases and the reduced required engine torque becomes less than the convergence determination value.

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor 3 Automatic transmission 4 1st clutch 5 2nd clutch 7 Drive wheel 20 Acceleration sensor 21 Integrated controller 21A Required power generation torque calculation part 21B Request engine torque calculation part 21C Motor output possible torque calculation part 21D Target drive torque calculation part 21Da Driver required torque calculation unit 21Db Automatic control required torque calculation unit (automatic travel means)
21Dc First target drive torque calculation unit 21Dd Vehicle speed limiter torque calculation unit 21De Final target drive torque calculation unit 21E Vehicle state mode determination unit 21Ea Temporary acceleration determination calculation unit 21Eb Latch processing calculation unit 21Ec F / C recovery request calculation unit 21Ed Coast F / C determination calculation unit 21F engine start control unit 21G engine stop control unit 21H target engine torque calculation unit 21J target motor torque calculation unit 21K target clutch torque calculation unit 21L VAPO calculation unit 22 engine controller 23 motor controller 24 AT controller 25 brake controller 26 battery Controller 28 Steering switch 30 Cruise cancel switch 31 Distance control controller

Claims (2)

A vehicle travel control device that controls the travel of a hybrid vehicle including an engine and a motor as a drive source for transmitting a drive force to drive wheels,
An automatic traveling means that is activated by a driver's starting operation and calculates a target driving force for automatically adjusting an actual vehicle speed to a target vehicle speed according to a traveling state set by the driver;
When only the motor is the driving source of the driving wheel during operation of the automatic traveling means, fuel is supplied to the engine before the required engine torque corresponding to the target driving force reverses from a negative value to a positive value. A vehicle travel control device comprising: an F / C recovery determination unit to be supplied.   The F / C recovery determination means reduces the vehicle speed that has been increased due to a temporary increase in driving force by the driver, and the vehicle speed is between the maximum value of the increased actual vehicle speed and the target vehicle speed. The vehicle travel control apparatus according to claim 1, wherein fuel is supplied to the engine when the convergence determination value is less than.

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