JP4858039B2 - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller capable of realizing driving excellently saving fuel consumption. <P>SOLUTION: The vehicle controller applied to a hybrid vehicle is provided with non-regeneration and non-acceleration travel pattern generation means generating a travel speed pattern (a non-regeneration and non-acceleration travel pattern) for operation of non-regeneration and non-acceleration travel, in which both of acceleration and regeneration by an engine are not carried out, a target travel speed pattern generation means generating a target travel speed pattern serving as a target speed at a deceleration target point B positioned on the front side in the travel direction based on the generated non-regeneration and non-acceleration travel pattern, and a control means controlling a travel speed of the vehicle based on the generated target travel speed pattern. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a vehicle control device including control means for controlling the traveling speed of a vehicle based on a target traveling speed pattern.

  Conventionally, when a point where deceleration / stop is necessary is located in the forward direction, the distance between the local point and the point where deceleration / stop is necessary, and the speed between the current speed and the speed at the point where deceleration / stop is necessary 2. Description of the Related Art A vehicle control device is known that selects a gear position of an automatic transmission based on the difference (see, for example, Patent Document 1). Shift patterns are created so that fuel cut and regenerative braking can be performed with maximum efficiency.For example, during deceleration, the automatic transmission is actively downshifted to keep the engine speed high, and the engine speed for a long time. Does not fall below the fuel cut release speed.

In addition, for example, a technology is known in which, when traveling downhill, the transmission shift is made neutral to save fuel (see, for example, Patent Documents 2 and 3).
Japanese Patent Laid-Open No. 9-166209 Japanese Patent Publication No.58-4250 JP-B 61-57214

  However, the invention described in the above-mentioned Patent Document 1 is excellent in realizing deceleration by efficiently using fuel cut and regenerative braking toward a point where deceleration / stop is necessary. When the distance to the point is relatively long, fuel consumption may not be sufficiently achieved by using only fuel cut or regenerative braking.

  Therefore, an object of the present invention is to provide a vehicle control device that can realize excellent fuel-saving driving.

In order to achieve the above object, a first invention is a vehicle control device applied to a hybrid vehicle.
Non-regenerative and non-accelerated travel pattern generation means for generating a traveling speed pattern (non-regenerative and non-accelerated travel pattern) when performing non-regenerative and non-accelerated travel that does not perform acceleration and regeneration together with the engine;
Based on the generated non-regenerative non-accelerated travel pattern, target travel speed pattern generating means for generating a target travel speed pattern that becomes a target speed at a deceleration target point located forward in the traveling direction;
Control means for controlling the traveling speed of the vehicle based on the generated target traveling speed pattern. As a result, fuel efficiency can be improved by making use of the characteristics of non-regenerative and non-accelerated traveling with good energy efficiency.

In order to achieve the above object, a first invention is a vehicle control device applied to a hybrid vehicle, wherein the vehicle control device controls the traveling speed of the vehicle based on factors other than the operation amounts of an accelerator pedal and a brake pedal. In
Non-regenerative and non-accelerated travel pattern generation means for generating a traveling speed pattern (non-regenerative and non-accelerated travel pattern) when performing non-regenerative and non-accelerated travel that does not perform acceleration and regeneration together with the engine;
Based on the generated non-regenerative non-accelerated travel pattern, target travel speed pattern generating means for generating a target travel speed pattern that becomes a target speed at a deceleration target point located forward in the traveling direction;
Control means for controlling the traveling speed of the vehicle based on the generated target traveling speed pattern. As a result, fuel efficiency can be improved by making use of the characteristics of non-regenerative and non-accelerated traveling with good energy efficiency.

A third invention is the vehicle control device according to the second invention,
The target travel speed pattern is a section from the local point to the intersection point where the generated regenerative travel pattern and the non-regenerative non-accelerated travel pattern intersect with each other. A section from the deceleration target point to the deceleration target point is generated by the regenerative travel pattern. As a result, the regenerative travel pattern and the non-regenerative non-accelerated travel pattern are optimally combined, so that the fuel consumption can be further improved.

4th invention is the vehicle control apparatus which concerns on 1st invention,
The non-regenerative non-accelerated travel pattern includes a first non-regenerative non-accelerated travel pattern that becomes a target speed at a deceleration target point, and a second non-regenerative non-accelerated travel pattern from a local point based on the current vehicle speed,
The vehicle control device further includes acceleration travel pattern generation means for generating a travel speed pattern (acceleration travel pattern) when the vehicle and the motor are accelerated.
When the vehicle speed is lower than the target speed at the deceleration target point when the generated second non-regenerative non-accelerated travel pattern is followed, the target travel speed pattern generating means includes the generated accelerated travel pattern and the The target travel speed pattern is generated in combination with the first non-regenerative non-accelerated travel pattern. Thus, even when the current vehicle speed is so low that the target speed cannot be achieved at the deceleration target point only by the second non-regenerative non-accelerated travel pattern, the acceleration travel pattern and the first non-regenerative non-acceleration travel pattern By combining the above, it is possible to achieve the target speed at the deceleration target point while making use of the high efficiency of non-regenerative and non-accelerated traveling.

A fifth invention is a vehicle control apparatus according to the fourth invention,
The target travel speed pattern is generated by the acceleration travel pattern from a local point to an intersection point where the generated acceleration travel pattern and the first non-regenerative non-acceleration travel pattern intersect. The section to the deceleration target point is generated by the first non-regenerative non-accelerated travel pattern. As a result, the acceleration pattern and the first non-regenerative non-accelerated travel pattern are optimally combined, so that the fuel consumption can be further improved.

A sixth invention is the vehicle control device according to the fourth or fifth invention,
In a situation where acceleration traveling by a motor is realized based on the target travel speed pattern, the control means determines the magnitude of an error in the current vehicle speed with respect to the target travel speed pattern and the scheduled acceleration section in the target travel speed pattern. Whether or not to switch from acceleration running by a motor to acceleration running by an engine based on the length of the motor. Thereby, even when a control error occurs, inefficient consumption of fuel due to engine start can be suppressed, and the control error can be reduced or eliminated.

A seventh aspect of the invention is a vehicle control device that is applied to a vehicle that includes an automatic transmission including a stepped transmission or a continuously variable transmission, and that performs fuel cutting of an engine when a predetermined execution condition is satisfied. In the vehicle control device for controlling the traveling speed of the vehicle based on factors other than the operation amount of the accelerator pedal and the brake pedal ,
A neutral travel pattern generating means for generating a travel speed pattern (neutral travel pattern) when performing neutral travel that travels in a state where the connection of the output shaft of the engine to the input shaft of the automatic transmission is disconnected;
Based on the generated neutral travel pattern, target travel speed pattern generation means for generating a target travel speed pattern that becomes a target speed at a deceleration target point located forward in the traveling direction;
Control means for controlling the traveling speed of the vehicle based on the generated target traveling speed pattern. As a result, the fuel efficiency can be improved by taking advantage of the characteristics of neutral driving with good energy efficiency.

An eighth invention is the vehicle control apparatus according to the seventh invention,
A traveling speed pattern (fuel cut traveling pattern) that is a target speed at a deceleration target point when a fuel cut traveling is performed in a state that satisfies the predetermined execution condition in which the fuel cut is performed. Further comprising a fuel cut travel pattern generating means for generating
The neutral travel pattern generating means generates a neutral travel pattern from a local point when performing neutral travel from the current vehicle speed,
When the vehicle speed exceeds the target speed at the deceleration target point when following the generated neutral travel pattern, the target travel speed pattern generating means includes the generated fuel cut travel pattern, the neutral travel pattern, Are combined to generate the target travel speed pattern. As a result, even when the current vehicle speed is so high that the target speed cannot be achieved at the deceleration target point only with the neutral travel pattern, the fuel cut travel pattern and the neutral travel pattern are combined to improve fuel efficiency. The target speed can be realized at the deceleration target point.

A ninth invention is the vehicle control apparatus according to the eighth invention,
The target travel speed pattern is generated by the neutral travel pattern from the local point to the intersection point where the generated fuel cut travel pattern and the neutral travel pattern intersect, and from the intersection point to the deceleration target point The section is generated by the fuel cut traveling pattern. As a result, the fuel cut traveling pattern and the neutral traveling pattern are optimally combined, so that the fuel consumption can be further improved.

A tenth invention is a vehicle control device according to the seventh invention, wherein
The neutral travel pattern includes a first neutral travel pattern that is a target speed at a deceleration target point, and a second neutral travel pattern from a local point based on the current vehicle speed,
The vehicle control device further includes an acceleration travel pattern generation means for generating an acceleration travel pattern when the acceleration travel is performed,
When the vehicle speed is lower than the target speed at the deceleration target point when the generated second neutral travel pattern is followed, the target travel speed pattern generating means generates the generated acceleration travel pattern and the first neutral travel pattern. The target travel speed pattern is generated in combination with a travel pattern. As a result, even when the current vehicle speed is so low that the target speed cannot be achieved at the deceleration target point only by the second neutral travel pattern, the neutral travel pattern is combined with the neutral travel pattern. The target speed at the deceleration target point can be achieved while utilizing the high efficiency of the traveling pattern.

An eleventh invention is the vehicle control device according to the tenth invention,
In the target travel speed pattern, a section from a local point to an intersection point where the generated acceleration travel pattern and the first neutral travel pattern intersect is generated by the acceleration travel pattern, and the deceleration target point from the intersection point The section is generated by the first neutral travel pattern. Thereby, since an acceleration driving | running | working pattern and a 1st neutral driving | running | working pattern are combined optimally, the further improvement in a fuel consumption can be aimed at.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus which can implement | achieve the fuel-saving driving | operation control excellent with respect to the hybrid vehicle and AT vehicle is obtained.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a block diagram showing a system configuration of a hybrid vehicle to which a vehicle control device 1 according to a first embodiment of the present invention is preferably applied.

  As shown in FIG. 1, the vehicle control device 1 is configured with an automatic operation ECU (Electronic Control Unit) 10 as a center.

  The automatic operation ECU 10 may be configured mainly with a microcomputer as hardware. Specifically, the automatic operation ECU 10 includes a control program that realizes each process described below and a ROM that stores control data, a RAM that temporarily stores process data of the control program, a CPU that processes the control program, an external Are constituted by a plurality of circuit elements such as an input / output interface for exchanging information. The automatic operation ECU 10 is not limited to one control unit, and may be a plurality of control units connected so that control is shared.

  The engine 20 and the motor 30 that are the power source of the vehicle are controlled by the automatic operation ECU 10. The automatic operation ECU 10 generates a target travel speed pattern as described later, and calculates a total torque for realizing the target travel speed pattern based on the target travel speed pattern. The automatic operation ECU 10 calculates an engine output request value such as an engine request speed and an engine request torque, a motor output request value such as a motor request torque, and the like according to a desired driving force distribution ratio with respect to the calculated total torque, As necessary, electronic components related to the driving of the vehicle such as the engine 20, the motor 30, the power split mechanism 22 (hydraulic control that realizes the operation of the clutch and brake acting on the planetary gear mechanism), and the inverter 26 are controlled. .

  As electrical control of the engine 20, for example, the opening degree of a throttle valve (that is, the throttle opening degree) disposed in the intake manifold of the engine 20 is electrically controlled, or injected into the combustion chamber of the engine 20. This can be realized by electrically controlling the amount of fuel to be controlled (including fuel cut control) and electrically controlling the phase of the intake camshaft for adjusting the valve opening / closing timing.

  The power split mechanism 22 is composed of, for example, a planetary gear mechanism, can transmit the output of the engine 20 to the differential 32 to drive the wheels, and can transmit the output of the engine 20 to the generator 24 to generate power. . Further, the output of the motor 30 can be transmitted to the differential 32 to drive the wheels. By the power split mechanism 22, “engine running” using only the engine 20 as a drive source, “motor running” using only the motor 30 as a drive source, and “engine + motor running” using the engine 20 and the motor 30 as drive sources ( Acceleration in combination) ”is selectively realized.

  The generator 24 generates power using the output of the engine 20. With this power generation, the generator 24 charges the battery 28 via the inverter 26. The generator 24 functions as a starter for the engine 20.

  The motor 30 is driven by a three-phase bridge circuit or the like in the inverter 26 and rotates wheels as a drive source different from the engine 20. Further, when the regenerative brake is activated, the motor 30 converts kinetic energy into electric energy and charges the battery 28 via the inverter 26. That is, when the regenerative brake is operated, the kinetic energy from the differential 32 (deceleration mechanism) is transmitted to the motor 30, and the electric power is generated by the motor 30 using the kinetic energy, and the battery 28 is charged.

  Note that the hybrid system is not limited to the parallel series hybrid system as shown in the figure. For example, in the case of four-wheel drive, the front side may be a parallel hybrid system and the rear side may incorporate the elements of the series hybrid system. Is possible. In the illustrated example, in the driving state (mainly the engine running state) by the engine 20, the transmission ratio is controlled by the number of revolutions of the generator 24. For example, an automatic transmission such as a continuously variable transmission (CVT). May be installed between the power split mechanism 22 and the differential 32, and the gear ratio may be variably controlled by an automatic transmission.

  The automatic operation ECU 10 also outputs a brake output request to the brake device 50 as necessary, and applies an appropriate braking force to the wheels via the brake device 50. The brake device 50 is a device that applies a braking force to the wheel by friction, and generates a mechanical braking force (friction brake) different from the regenerative brake. The friction generation source is arranged on each wheel, and the friction generation mode may be a disc brake method or a drum brake method. The brake device 50 includes a brake actuator that can be electronically controlled, and the braking force generated on each wheel is controlled by hydraulic control via the brake actuator.

  The automatic operation ECU 10 also outputs a steering output request to the steering device 40 as necessary, and appropriately directs the wheels via the steering device 40. The steering device 40 includes an electronically controllable actuator, and the tie rod connected to the wheel is driven by the operation of the actuator, thereby realizing the steering of the wheel.

  The navigation device 7 has a GPS device and a map DB (database). The GPS device is a device that specifies the position of the own vehicle based on two-dimensional or three-dimensional coordinate data based on reception information (satellite signal) from a GPS satellite by a GPS receiver. On the other hand, the map DB stores high-precision map information. High-accuracy map information includes information on points that need to be temporarily stopped, such as intersections including three-way intersections, railroad crossings, and tollgates on toll roads as points that require deceleration (deceleration points required). Is included. In addition, the map information includes a point that does not necessarily need to be temporarily stopped as a deceleration required point, that is, point information such as a curve or an ETC (Electronic Toll Collection) lane together with the coordinate data of the point. In addition, by acquiring traffic jam information, etc. via vehicle-to-vehicle communication, road-to-vehicle communication, or communication with outside the vehicle such as a management center, the traffic congestion point may be reflected in the map information as a deceleration point required. . In addition to the coordinate data, deceleration required such as curve radius, curvature, cant, road slope, road lane number, lane width, detailed position of stop line, right / left turn lane, altitude, legal speed, etc. Detailed numerical information regarding the point may be included.

  The navigation device 7 extracts map information such as coordinate data relating to a deceleration point required in the direction in which the vehicle is traveling from the map DB based on the vehicle position detected by the GPS device. The navigation device 7 transmits the extracted map information, vehicle position information, and the like to the automatic driving ECU 10 as necessary.

  For example, in IMTS (Intelligent Multi-Mode Transit System), instead of detecting the position of the own vehicle by the navigation device 7, detection of the position of the own vehicle may be realized by road-to-vehicle communication. For example, by performing wireless communication between a loop antenna and a communication device (not shown) embedded in a road and a vehicle-side antenna and a communication device (not shown), information on the position of the own vehicle from the road side. May be provided. In the IMTS, a magnetic marker that defines a route that the vehicle should pass is embedded in the road. In this case, a magnetic marker is detected by a magnetic sensor (not shown), and appropriate steering control is executed via the steering device 40 so as to travel along an appropriate course. Various types of information necessary for automatic travel control may be acquired through other forms of road-to-vehicle communication or wireless communication (vehicle-to-vehicle communication) with surrounding vehicles.

  The other vehicular ECU 6 is information indicating a driving state related to the vehicle required by the automatic driving ECU 10 (specific examples are vehicle speed, engine speed, brake signal, blinker signal, camera imaging information, and information on surrounding vehicles). Travel status, weather information, air conditioner operating status, etc.). The automatic driving ECU 10 may directly acquire the traveling state of the vehicle from a sensor that detects the traveling state of the vehicle, such as a vehicle speed signal from the vehicle speed sensor. Therefore, the other vehicle ECUs 6 are limited to the ECU. I don't mean.

  Further, the other vehicle ECU 6 detects a current value, a voltage value, and a temperature of the battery 28, thereby indicating a “remaining capacity (SOC: State of Charge)” indicating how much the capacity of the battery 28 remains. calculate. The other vehicle ECU 6 calculates the remaining capacity by, for example, integration (integration) of the charge / discharge current of the battery 28. This is because the rate of change in the amount of electricity (the capacity of the battery 28) with time corresponds to the current. Since the remaining capacity corresponds to a value obtained by subtracting the discharge amount discharged from the battery 28 from the capacity when the battery 28 is fully charged, the other vehicle ECUs 6 connect the power line connected to the battery 28 with a current sensor or the like. By monitoring the charge / discharge current of the battery 28 and recording the history in the memory, the remaining capacity can be calculated. In addition, the capacity | capacitance at the time of a full charge is memorize | stored in the memory as an initial value.

  The other vehicle ECU 6 may estimate the remaining capacity by measuring the minimum value of the voltage of the battery 28 at the initial stage of discharging. Since it is known that there is a correlation between the minimum value caused by the voltage drop at the initial stage of discharge and the remaining capacity, the other vehicle ECUs 6 estimate the remaining capacity based on the correlation (for example, map data). be able to.

  If the battery 28 can be replaced with an electric double layer capacitor and its capacitance is known, the other vehicle ECU 6 determines whether the electric double layer is based on the voltage value and capacitance of the electric double layer capacitor. The remaining capacity of the capacitor can be calculated.

  Next, functions of the automatic operation ECU 10 in the system having the above configuration will be described.

  FIG. 2 is a flowchart showing an example of the target travel speed pattern generation process realized by the automatic driving ECU 10. FIG. 3 is a diagram conceptually showing each traveling pattern and target traveling speed pattern generated by the processing shown in FIG. FIG. 4 is an explanatory diagram of a wavy running pattern. The processing routine shown in FIG. 2 may be executed when, for example, a required deceleration point located in the direction in which the vehicle is traveling is detected based on information from the navigation device 7.

  In step 100, the automatic operation ECU 10 grasps the relative relationship between the deceleration required point A and the current position of the host vehicle based on information from the navigation device 7, for example, and sets a deceleration achievement target. Setting the deceleration attainment target includes setting the deceleration target point and the target speed at the point based on the information on the detected deceleration required point (position information and information on the vehicle speed to be realized). Here, as shown in FIG. 3, when the current vehicle position is 1000 m before the deceleration point A and the vehicle speed to be realized at the deceleration point A is zero (the point where the deceleration point A needs to be stopped). )). In this case, the automatic operation ECU 10 determines the deceleration target point B before the deceleration-required point A and the target speed at the deceleration target point B before the regeneration disabled section. The non-regenerative section is a section corresponding to a speed region (for example, 10 km / h or less) in which the speed is too low, the rotation speed of the motor 30 functioning as a generator is low, and regeneration cannot be performed.

  The vehicle speed to be realized at the deceleration required point A may be determined in advance and stored as map information according to the attribute of each required deceleration point, or learned from the individual driving history of the driver. You may make it reflect in map information. In addition, if the deceleration required point A is a point where the vehicle speed at that point can be determined uniformly in advance such as a railroad crossing or a toll booth, the vehicle speed to be realized at the required deceleration point A is set uniformly in the map information. (For example, zero or a predetermined low vehicle speed value). Further, when the deceleration required point A is a curve, the required deceleration point A is an entrance point of the curve, and the vehicle speed to be realized there is a safety based on the radius of the curve, gradient information, etc. (allowable limit lateral acceleration). You may make it reflect in the map information the value calculated by the predetermined | prescribed arithmetic expression which calculates the vehicle speed which can drive | work.

  When the vehicle speed to be realized at the deceleration required point A is higher than the speed region where regeneration is not possible (in this example, higher than 10 km / h), the deceleration required point A becomes the deceleration target point B, which is necessary. The vehicle speed to be realized at the deceleration point A is the target speed.

  In step 110, the automatic driving ECU 10 determines whether there is a following vehicle. Whether or not there is a following vehicle may be determined based on information obtained through a rear monitoring radar, a rear monitoring camera, vehicle-to-vehicle communication, or the like. At this time, the subsequent vehicle to be detected is a subsequent vehicle that exists within a predetermined distance behind the host vehicle, and is, for example, behind the vehicle so as not to be affected by deceleration using the non-regenerative and non-accelerated travel pattern described below. Existing vehicles that are present may be excluded. If there is a subsequent vehicle, the process proceeds to step 120. If there is no subsequent vehicle, the process proceeds to step 130.

  In step 120, the automatic driving ECU 10 generates a normal traveling speed pattern as a target traveling speed pattern in order to prioritize safety with the following vehicle. The normal traveling speed pattern refers to a traveling speed pattern with a constant speed or a traveling speed pattern with a constant deceleration (for example, −0.1 G).

  In step 130, the automatic operation ECU 10 is a traveling speed pattern at the time of non-regenerative and non-accelerated traveling, and a traveling speed pattern (hereinafter, “10 km / h”) at the deceleration target point B becomes the target speed. 1st non-regenerative non-accelerated travel pattern ").

  Here, the non-regenerative non-acceleration means that there is no acceleration by the engine 20 and the motor 30 when the control law is in D (drive) or B other than the shift N (neutral), and the motor 30 This corresponds to the state where regeneration does not work. From the viewpoint of the accelerator opening range (acceleration request level), non-regenerative non-acceleration is between the accelerator opening range where regeneration by the motor 70 is performed and the accelerator opening range where acceleration is performed when the engine 20 is stopped. This is an accelerator opening area in the vicinity of the boundary, and corresponds to an accelerator opening area in the vicinity of approximately 5% of the accelerator opening.

  The shift B is a shift in which the gear ratio is determined according to a shift pattern set so that regeneration stronger than the shift D is activated. That is, for example, in the case of a configuration using CVT, in the shift B, the reduction ratio of the CVT is increased compared to the normal time (shift D).

  FIG. 3 shows a first non-regenerative non-accelerated travel pattern. Here, non-regenerative non-accelerated running is adopted in the non-regenerative section. Therefore, the first non-regenerative non-accelerated travel pattern may be generated as a non-regenerative non-accelerated travel pattern such that the vehicle speed becomes zero at the deceleration required point A.

  During non-regenerative and non-accelerated traveling, the engine 20 is stopped and regeneration by the motor 30 is not performed. Therefore, mainly, traveling resistance torque (wheel rolling resistance, etc.), vehicle air resistance, road Depending on factors such as the longitudinal gradient, the vehicle can be decelerated or accelerated. Therefore, the first non-regenerative non-accelerated travel pattern may be generated in consideration of the travel resistance torque (predicted calculated value) from the local point to the deceleration target point B (or the deceleration required point A), and the like. For example, since the running resistance torque itself depends on the speed (running pattern), the running resistance torque is calculated in consideration of the speed, and then the aerodynamic resistance (drag coefficient), road surface μ (between the tire and the road) May be corrected by various factors such as road friction (road surface gradient). In this case, weather information such as rain and snow that may affect the road surface μ may be taken into consideration. Further, the road gradient may be detected by any appropriate method, for example, it may be detected using road gradient information that can be included in the map data of the navigation device, or via road-to-vehicle communication or the like. It may be detected using road gradient information obtained in this way.

  In step 140, the automatic operation ECU 10 is a speed pattern when traveling with strong regeneration, that is, a speed pattern when traveling with regenerative operation at shift B, and a traveling speed pattern that becomes the target speed at the deceleration target point B. (Hereinafter referred to as “strong regeneration running pattern”). In the example shown in FIG. 3, the forced regeneration travel pattern is such that the engine forced rotation speed at the time of shift B (for example, 10 km / h in the present example) from the speed at the start point (= deceleration target point B) of the non-regenerative section (for example, 35 km / h). That is, the strong regeneration running pattern is generated in the speed range of 10 km / h to 35 km / h. The strong regenerative travel pattern may also be generated in consideration of the travel resistance torque and the like, similarly to the first regenerative non-accelerated travel pattern.

  In step 150, the automatic operation ECU 10 is a speed pattern when traveling with normal regeneration, that is, a speed pattern when traveling with a regenerative operation by shift D, and is the start point C (FIG. 3) is generated (hereinafter referred to as “normal regeneration travel pattern”). The normal regenerative travel pattern may be generated in a speed range of 35 km / h to 200 km / h, for example. Similarly to the first regenerative non-accelerated travel pattern, the normal regenerative travel pattern may be generated in consideration of travel resistance torque and the like.

  The strong regenerative travel pattern and the normal regenerative travel pattern are continuous travel patterns as described above. Hereinafter, the entire continuous travel pattern is referred to as a “regenerative travel pattern”. Note that during regenerative travel, the engine 20 is preferably stopped when the mechanism allows.

  Here, it should be noted that the above two traveling speed patterns, that is, the first non-regenerative non-accelerated traveling pattern and the regenerative traveling pattern are the deceleration target point B and the target regardless of the current vehicle speed and the current vehicle position. Generated based on speed.

  In step 160, the automatic operation ECU 10 generates a travel speed pattern (hereinafter referred to as a “second non-regenerative non-accelerated travel pattern”) when the non-regenerative non-accelerated travel is performed from the current travel state. That is, the non-regenerative non-accelerated travel pattern from the current vehicle position (local point) when non-regenerative non-accelerated travel is performed from the current vehicle speed is generated as the second non-regenerative non-accelerated travel pattern. In the example shown in FIG. 3, the local point is a point 1000 m before the deceleration required point A, and the current vehicle speed is about 45 km / h. The second non-regenerative non-accelerated travel pattern generated from the current travel state is shown in FIG. 3 as “second non-regenerative non-accelerated travel pattern 1”. FIG. 3 shows a second non-regenerative non-accelerated travel pattern generated under a situation where the current travel state is different as “second non-regenerative non-accelerated travel pattern 2”. That is, when the local point is a point 1000 m before the point A requiring deceleration and the current vehicle speed is about 20 km / h, the second non-regenerative non-accelerated running pattern is “second non-regenerative non-accelerated running”. It is shown as “Pattern 2”.

  In step 170, the automatic operation ECU 10 determines whether there is an intersection point where the second non-regenerative non-accelerated travel pattern and the regenerative travel pattern intersect, that is, the same point where the same speed is obtained when following each travel pattern. It is determined whether or not to do. If there is an intersection point, the process proceeds to step 180, and if there is no intersection point, the process proceeds to step 190. In the example shown in FIG. 3, when the second non-regenerative non-accelerated travel pattern 1 is generated, the second non-regenerative non-accelerated travel pattern 1 and the regenerative travel pattern intersect at the intersection point D. The process proceeds to 180. On the other hand, in the example shown in FIG. 3, when the second non-regenerative non-accelerated travel pattern 2 is generated, the second non-regenerative non-accelerated travel pattern 2 does not intersect the regenerative travel pattern. Will go on. In other words, when the vehicle travels according to the second non-regenerative non-accelerated travel pattern and the vehicle speed can reach the deceleration target point B before the vehicle speed falls below the target vehicle speed, the second non-regenerative non-accelerated travel pattern is the regenerative travel pattern. If the deceleration target point B cannot be reached before the vehicle speed falls below the target vehicle speed, the second non-regenerative non-accelerated travel pattern does not intersect with the regenerative travel pattern.

  In step 180, the automatic operation ECU 10 is a travel speed pattern that is a combination of the second non-regenerative non-accelerated travel pattern and the regenerative travel pattern, and a travel speed pattern that reaches the deceleration target point B via the intersection point thereof. The target travel speed pattern is determined. That is, the target travel speed pattern is conceptually indicated by a dotted line in FIG. 3 as “target travel speed pattern 1”, and the section from the local point to the intersection point D is represented by the second non-regenerative unaccelerated travel pattern 1. The section from the intersection point D to the deceleration target point B is generated by the regenerative travel pattern.

  In step 190, the automatic operation ECU 10 generates a travel speed pattern (hereinafter referred to as “acceleration travel pattern”) when the necessary minimum acceleration is performed from the current travel state. Here, the minimum necessary acceleration is acceleration using the most efficient part as the output of the engine 20 and the motor 30. When the current running state is when the engine 20 is stopped and weak acceleration is required for a short time (several seconds), an acceleration running pattern is generated when acceleration is performed only by the motor 30. In other cases (for example, when long-time acceleration is required), an acceleration travel pattern is generated when acceleration is performed by the engine 20. In this case, when acceleration is performed by the engine 20 alone (that is, not combined with acceleration by the motor 30) except when there is a plan for surplus power (for example, when a downhill is expected in the future travel route). Generate an accelerated travel pattern. The acceleration traveling pattern may be generated in consideration of the traveling resistance torque and the like, like the first regenerative non-accelerated traveling pattern.

  In step 200, when the automatic operation ECU 10 travels according to the acceleration travel pattern generated in step 190, whether or not the set upper limit speed is exceeded until the intersection point intersecting the first non-regenerative non-acceleration travel pattern. Determine. The set upper limit speed may be determined by a legal speed, a driver's selection, or the like, and here, for example, is about 33 km / h. If the set upper limit speed is exceeded, the process proceeds to step 220; otherwise, the process proceeds to step 210. In the example shown in FIG. 3, since the set upper limit speed is not exceeded at the intersection point E where the acceleration travel pattern and the first non-regenerative non-acceleration travel pattern intersect, the process proceeds to step 210.

  In step 210, the automatic operation ECU 10 is a travel speed pattern obtained by combining the first non-regenerative non-acceleration travel pattern and the acceleration travel pattern, and the travel speed pattern reaching the deceleration target point B via the intersection point thereof. The target travel speed pattern is determined. That is, the target travel speed pattern is generated by the acceleration travel pattern from the local point to the intersection point E, as conceptually shown as “target travel speed pattern 2” by the broken line in FIG. A section from E to the deceleration target point B is generated by the first non-regenerative non-accelerated travel pattern.

  In step 220, the automatic operation ECU 10 is a traveling speed pattern that intermittently repeats acceleration traveling and non-regenerative non-accelerated traveling, and finally a traveling speed pattern (hereinafter referred to as “the regenerative non-accelerated traveling pattern”). "Wavy running pattern") is determined as the target running speed pattern. The wavy running pattern may be generated within a speed range of 20 km / h to 33 km / h, for example. For example, as in the example shown in FIG. 4, when the local point is a point 1400 m before the required deceleration point A and the current vehicle speed is about 20 km / h, the acceleration travel pattern generated in step 190 above. When traveling according to No. 1, the set upper limit speed is exceeded during the period up to the intersection point H that intersects the first non-regenerative non-accelerated traveling pattern. In this case, an intermediate non-regenerative non-accelerated travel pattern is generated from a point G before reaching the set upper limit speed (for example, a point of 33 km / h), and from the point F on the intermediate non-regenerative non-accelerated travel pattern. Then, the acceleration traveling pattern 2 is generated, and finally, a wavy traveling pattern that is continuous with the first non-regenerative non-accelerated traveling pattern is generated. In normal times (when the deceleration required point A is not detected within a predetermined distance ahead in the traveling direction), a wavy running pattern may be generated by default.

  In the section defined by the non-regenerative and non-accelerated travel pattern in the target travel speed pattern, the automatic operation ECU 10 basically maintains the engine 20 stopped state and the motor 30 stopped state (the inverter 26 stopped state) in principle. ) To maintain the rotational resistance of the motor 30 substantially zero. However, even in such a state, the automatic operation ECU 10 starts the engine 20 and puts it into an operating state in the event of an emergency or when necessary for control, or operates the inverter 26 to put the motor 30 into an operating state. It is possible to cancel the non-accelerated running state. Further, in a configuration in which a clutch exists between the power split mechanism 22 and the differential 32 (for example, a configuration in which an automatic transmission is installed between the power split mechanism 22 and the differential 32), the automatic operation ECU 10 is, as a general rule, The clutch is released, and the state where the power split mechanism 22 and the differential 32 are disconnected is maintained. In this case, the automatic operation ECU 10 preferably maintains the stopped state of the engine 20 and the stopped state of the motor 30 (stopped state of the inverter 26) in principle. However, even in such a state, the automatic operation ECU 10 engages the clutch and starts the engine 20 to be in an operating state, or operates the inverter 26 to activate the motor 30 in case of emergency or control. It is possible to release the non-regenerative and non-accelerated running state in the operating state.

  According to the target travel speed pattern generation process described above, the following excellent effects can be obtained.

  As described above, the optimum fuel efficiency automatic driving that makes the best use of non-regenerative and non-accelerated driving while combining the improvement of fuel efficiency by regenerating while setting the deceleration achievement target for the situation change of the spot and meeting the target sufficiently and sufficiently Possible target travel speed patterns can be generated dynamically during travel.

  More specifically, first, as described above, since the target travel speed pattern is generated using the non-regenerative non-accelerated travel pattern, it is possible to enjoy the advantages of non-regenerative non-accelerated travel that is excellent in energy efficiency. That is, for example, fuel efficiency is improved as compared with a configuration using only the regenerative travel pattern. This is because during non-regenerative and non-accelerated running, the engine 20 is stopped and regeneration by the motor 30 is not performed, so there is no friction loss of the engine 20 and no energy conversion loss due to regeneration.

  In addition, as described above, by using the non-regenerative and non-accelerated travel pattern, it is possible to realize fuel-saving driving over a relatively long section. That is, in regenerative running, the deceleration is inevitably higher than in non-regenerative and non-accelerated running. Therefore, in the configuration in which only the regenerative running pattern reaches the deceleration target point B, the position is relatively close to the deceleration target point B. The regenerative drive cannot be started until In other words, for example, in the example shown in FIG. 3, when the local point is a point 1000 m before the deceleration required point A and the current vehicle speed is about 45 km / h, if the regenerative traveling is performed from the local point, deceleration Before reaching the target point B, the vehicle speed falls below the target vehicle speed. For this reason, for example, steady running or acceleration must be executed until it is located on the regenerative running pattern shown in FIG. 3, and energy is lost accordingly. On the other hand, according to the present embodiment, the non-regenerative and non-accelerated travel is realized until it is positioned on the regenerative travel pattern, so that the fuel-saving operation can be realized over a relatively long section.

  In addition, as described above, when the vehicle speed at the local point is relatively high and non-regenerative and non-accelerated traveling is performed from the local point, the vehicle speed is predicted to exceed the target vehicle speed at the deceleration target point B. By appropriately using the regenerative non-accelerated travel pattern and the regenerative travel pattern appropriately, the target vehicle speed can be realized at the deceleration target point B while utilizing the high efficiency of the non-regenerative non-accelerated travel pattern to the maximum. Even if the vehicle speed at the local point is higher and regenerative driving is performed from the local point, if the vehicle speed is predicted to exceed the target vehicle speed at the deceleration target point B, the friction brake should be minimized. It is good also as producing | generating the target travel speed pattern which reaches | attains on a regeneration travel pattern after making it operate | move to.

  Further, as described above, when the vehicle speed at the local point is low and non-regenerative and non-accelerated traveling is performed from the local point, even if the vehicle speed falls below the target vehicle speed before reaching the deceleration target point B, there is no regeneration. Realizing the target vehicle speed at the deceleration target point B while maximally using the efficient non-regenerative and non-accelerated travel pattern by generating the target travel speed pattern by combining the acceleration travel pattern and the acceleration travel pattern Can do.

  Further, as described above, by using the wave-like traveling pattern incorporating the non-regenerative and non-accelerated traveling pattern, it is possible to realize fuel-saving driving over a relatively long section. In particular, in the wavy running pattern, the fuel efficiency is improved due to the sharp acceleration mode as compared with the running pattern that reaches the first non-regenerative non-accelerated running pattern by steady running or the like.

  In the illustrated target travel speed pattern generation process, when a negative determination is made in step 170, a target travel speed pattern that passes through the intersection point of the first non-regenerative unaccelerated travel pattern and the acceleration travel pattern is generated. Yes. However, for example, in situations where it is advantageous for fuel efficiency to travel temporarily accelerated to a relatively high speed due to the timing of traffic lights, etc., beyond the intersection with the first regenerative non-accelerated travel pattern Furthermore, a travel speed pattern that follows the acceleration travel pattern may be employed. In this case, after passing through the acceleration travel pattern, finally, the second non-regenerative non-acceleration travel pattern and the target travel speed pattern (acceleration travel pattern + target travel speed pattern shown in FIG. 3) continuous to the regenerative travel pattern. (Target travel speed pattern corresponding to 1) is adopted. This target travel speed pattern includes an acceleration travel pattern and a regenerative travel pattern. Therefore, in consideration of the current state of the battery 28, when the battery 28 is insufficiently charged, acceleration is performed by the engine 20 in the acceleration traveling pattern, while the battery 28 is in the regenerative traveling pattern, for example. If it is predicted that the battery will be fully charged, acceleration by the motor 30 (or combination with acceleration by the engine 20) may be executed in the acceleration traveling pattern. Further, from the same viewpoint, when the regenerative travel pattern and the wavy travel pattern are incorporated in the target travel speed pattern, and the battery 28 is predicted to be fully charged in the regenerative travel pattern, You may make it change into the acceleration scheduled area by the motor 30 single-piece | unit in order from a short area in the acceleration acceleration area (including the acceleration combined area by the motor 30) by the engine 20 in a wavy running pattern. This is because, when the engine 20 is used in a short acceleration scheduled section, the time from the start to the stop of the engine 20 is shortened. Therefore, the ratio of the energy loss due to the fuel loss at the time of starting the engine to the energy required for the acceleration is increased. This is because it becomes a factor that worsens the quality of the product.

  In the present embodiment, the automatic driving ECU 10 executes the processing of steps 130 and / or 160 and / or 220, thereby realizing the “non-regenerative and non-accelerated running pattern generating means” in the appended claims. The automatic driving ECU 10 executes the processing of steps 140 and / or 150, thereby realizing the “regenerative travel pattern generation means” in the claims, and the automatic driving ECU 10 executes the processing of steps 190 and / or 220. As a result, the “accelerated running pattern generation means” in the claims is realized, and the automatic operation ECU 10 executes the processing of steps 180 and / or 210 and / or 190 and / or 220. “Target travel speed pattern generation means” is realized. Needless to say, the implementation mode of these means is not limited to that according to the above-described embodiment.

  Incidentally, as described above, even when an ideal target travel speed pattern is generated in terms of energy efficiency, a control error due to a situation change, an actuator error, a sensor error, etc. occurs during actual travel. It is necessary to correct errors in driving force and braking force. In general automatic driving speed control, when the speed exceeds a control target value, the throttle valve is closed and control is performed so as to generate a braking force, while the speed falls below the control target value. If this happens, the control is executed to stop the generation of the braking force and open the throttle valve.

  However, as described above, the acceleration by the engine 20 is efficient when the scheduled acceleration section is relatively long, but conversely, when the scheduled acceleration section is relatively short, the influence of the fuel loss at the start is large. Efficiency. In general, acceleration by the engine 20 has better acceleration performance than acceleration by the motor 30 alone. Therefore, when a large control error that cannot be recovered due to acceleration by the motor 30 alone occurs, the motor 30 is accelerated. It is conceivable to switch from acceleration by a single unit to acceleration by the engine 20 (including a combination with acceleration by the motor 30). However, even in such a case, depending on the length of the acceleration planned section, the switching may be effective in energy efficiency or may be disadvantageous. Next, an automatic operation control mode (one embodiment of the control means) devised in consideration of these points will be described in detail with reference to FIG.

  FIG. 5 is a flowchart showing an embodiment of the automatic driving control process realized by the automatic driving ECU 10. The processing routine shown in FIG. 5 may be repeatedly executed at predetermined intervals.

  In step 300, the automatic driving ECU 10 determines whether or not the vehicle is in an overspeed state based on the current vehicle speed information. The overspeed state is a state where the current vehicle speed exceeds the control target value determined according to the target travel speed pattern. If the speed is in excess, the process proceeds to step 310; otherwise, the process proceeds to step 350.

In step 310, the automatic operation ECU 10 determines whether or not the local point is within the engine combined acceleration scheduled section. That is, it is determined whether or not the local point is a section that should be traveled according to the acceleration travel pattern and acceleration by both the engine 20 and the motor 30 is scheduled in the section. Whether the acceleration travel pattern is an engine combined acceleration scheduled section, a motor single acceleration planned section, or an engine single acceleration planned section is determined when the acceleration travel pattern is generated. Note that the section defined by a certain acceleration traveling pattern may include a combination of two or more of the engine combined acceleration scheduled section, the motor single acceleration planned section, and the engine single acceleration planned section. If the current point is an engine in combination acceleration schedule interval, it proceeds to step 32 5, otherwise, the process proceeds to step 32 0.

  In step 320, the automatic operation ECU 10 executes normal deceleration control. That is, the control is performed so that the throttle valve is closed and the regenerative brake (or friction brake) is operated, as in general automatic driving speed control (for example, general auto cruise control).

  In step 325, the automatic operation ECU 10 determines whether or not the remaining acceleration section is short. The remaining acceleration section is a section from the local point to the last point of the section that should travel according to the acceleration travel pattern. If the remaining acceleration section is short, the process proceeds to step 340; otherwise, the process proceeds to step 330.

  In step 330, the automatic operation ECU 10 continues the operation of the engine 20. Thereby, the power generation of the generator 24 is promoted, and the charge amount of the battery 28 tends to increase.

  In step 340, the automatic operation ECU 10 stops the operation of the engine 20 and changes to acceleration by the motor 30 alone.

  In step 350, the automatic driving ECU 10 determines whether or not the speed is reduced based on the current vehicle speed information. The speed reduction state is a state in which the current vehicle speed is lower than the control target value determined according to the target travel speed pattern. In the case of the speed reduction state, the process proceeds to step 360. In other cases, the process routine of this cycle is terminated without performing any process thereafter.

  In step 360, the automatic operation ECU 10 determines whether or not the local point is within the motor single unit acceleration scheduled section. That is, it is determined whether or not the local point is a section that should be traveled according to the acceleration travel pattern, and acceleration is scheduled only by the motor 30 (electric power) in the section. If the local point is within the motor single acceleration scheduled section, the process proceeds to step 370; otherwise, the process proceeds to step 375.

  In step 370, the automatic operation ECU 10 determines whether or not the motor 30 can recover by acceleration using only the remaining acceleration section. If recovery is possible, the process proceeds to step 375. Otherwise, the process proceeds to step 380.

  In step 375, the automatic operation ECU 10 executes normal acceleration control. Specifically, when a negative determination is made in step 360 and step 375 is reached, the throttle valve is opened and operated so that the vehicle speed follows the control target value, as in general automatic driving speed control. In the case of inside, the operation of the regenerative brake (or friction brake) is stopped. On the other hand, when an affirmative determination is made in step 370 and step 375 is reached, the output value of the motor 30 is feedback-controlled so that the vehicle speed follows the control target value (that is, recovery by the motor 30 is realized).

  In step 380, the automatic operation ECU 10 determines whether the remaining acceleration section is shorter than a predetermined reference value. Here, the predetermined reference value depends on the startability of the engine 20, but may be about 3 seconds when the length of the remaining acceleration section is converted into time and the startability of the engine 20 is good. If the startability of the engine 20 is not good, it may be 20 seconds. Or simply, the predetermined reference value may be a fixed value of about 10 seconds. If the remaining acceleration section is shorter than the predetermined reference value, the process proceeds to step 400. Otherwise, the process proceeds to step 390.

  In step 400, the automatic operation ECU 10 determines whether or not the error between the current vehicle speed and the control target value is large, that is, whether or not the speed error is within a predetermined allowable error range. The predetermined allowable error range may be, for example, a range of about ± 3 km / h. If the speed error is within the predetermined allowable error range, the process proceeds to step 410. If the speed error is outside the predetermined allowable error range, that is, if the speed error is large, the process proceeds to step 390.

  In step 390, the automatic operation ECU 10 starts the engine 20 in a stopped state and switches from motor single acceleration to engine combined acceleration.

  In step 410, the automatic operation ECU 10 maintains the stopped state of the engine 20, and continues the accelerated traveling using only the motor 30 (electric power).

  According to the automatic operation control process described above, the following excellent effects can be obtained.

  As described above, the control error generated for the target travel speed pattern is determined not only by the current vehicle and surrounding conditions, but also by the intention of generating the target travel speed pattern (whether it is an adjustment during acceleration or the acceleration is completed) By taking into account the acceleration mode by the engine 20, the acceleration mode by the motor 30, and the adjustment / distribution of the charge amount of the battery 28, it is possible to control the hybrid vehicle for automatic driving with optimum fuel consumption. It becomes.

  More specifically, first, as described above, the engine combined acceleration and the motor single acceleration are switched in consideration of the length of the remaining acceleration section, so that starting the engine 20 when the remaining acceleration section is short is suppressed. . Thereby, when the remaining acceleration section is short, it is possible to prevent a decrease in efficiency due to fuel loss at the time of engine start.

  In addition, as described above, when the remaining acceleration section is short, the motor single acceleration is switched to the engine combined acceleration only when the speed error is outside the predetermined allowable error range. Thus, the starting frequency of the engine 20 can be suppressed to the minimum necessary level. Incidentally, it is also possible to vary the speed error determination threshold when switching from single motor acceleration to engine combined acceleration according to the length of the remaining acceleration section. In this case, the determination threshold value may be varied so that the shorter the remaining acceleration section, the more difficult it is to switch from motor single acceleration to engine combined acceleration.

  If the remaining acceleration section is short and the speed error is within a predetermined allowable error range, the motor single unit acceleration is continued, so that the speed reduction state is maintained in the short remaining acceleration section. As long as the vehicle travels in the remaining short section, it reaches the steady travel section or the deceleration travel section, and any control error disappears. That is, according to the above-described automatic operation control process, when the remaining acceleration section is short, the length of the control error generation section does not become so long. Therefore, the engine is limited only when the speed error is outside the allowable error range. It is decided to switch to combined acceleration. Thereby, it is possible to maintain an appropriate balance between improvement in fuel consumption and reduction in control error.

  The above-mentioned automatic driving control processing relates to processing at the time of traveling in the acceleration scheduled section defined by the acceleration traveling pattern, but by other traveling patterns (for example, non-regenerative non-accelerated traveling pattern and regenerative traveling pattern). The present invention may also be applied in the defined section.

  Further, in the above-described automatic operation control process, the next day's warm-up operation time (predicted from departure time and season, etc.) and the travel plan within that time are predicted. The engine combined acceleration scheduled section near the end may be changed to a motor single acceleration scheduled section.

  FIG. 6 is a block diagram illustrating a system configuration of a vehicle to which the vehicle control device 2 according to the second embodiment of the present invention is preferably applied. The system configuration in the present embodiment is mainly different from the system configuration in the first embodiment described above in that the engine 20 is connected to the differential 32 via the automatic transmission (AT) 42 and the motor is not present. Different. In the following description, components that may be the same as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and components unique to the second embodiment are mainly described.

  As shown in FIG. 6, the vehicle control device 2 is configured around an automatic driving ECU 11. The automatic operation ECU 11 may be configured mainly with a microcomputer as hardware.

  The automatic operation ECU 11 generates a target travel speed pattern as described later, and calculates a target drive torque for realizing the target travel speed pattern based on the target travel speed pattern. The automatic operation ECU 11 calculates an engine output request value such as an engine required rotational speed and an engine required torque, a gear ratio according to the target drive torque, and the like with respect to the calculated target drive torque, and automatically The engine 20 is controlled together with the transmission 42.

  As electrical control of the engine 20, for example, the opening degree of a throttle valve disposed in the intake manifold of the engine 20 is electrically controlled, or the amount of fuel injected into the combustion chamber of the engine 20 is electrically controlled. This can be realized by controlling the operation of the intake camshaft (including fuel cut control) and electrically controlling the phase of the intake camshaft for adjusting the valve opening / closing timing. As a condition for performing the fuel cut, there is no acceleration command (a state corresponding to zero accelerator opening), and the engine 20 has a predetermined engine speed (for example, 1500 rpm) or more. Good. However, the present invention is applicable to any fuel cut implementation condition. The fuel cut is preferably executed for all cylinders of the engine 20, but may be performed for only a part of the cylinders of the engine 20.

  The automatic transmission 42 is controlled by the automatic operation ECU 11. In response to a shift request from the automatic operation ECU 11, the automatic transmission 42 performs hydraulic control by, for example, a solenoid and appropriately operates a clutch and a brake to change a gear ratio according to the shift request (gear locking according to the shift request). -Engagement mode is realized. The automatic transmission 42 may be a stepped transmission or a continuously variable transmission (CVT). The present invention can be applied to an automatic transmission having any configuration. For example, for a continuously variable transmission, a continuously variable transmission mechanism (not shown) including a pair of pulleys and a metal belt. It may be. In this case, the stepless speed change may be realized by changing the groove width of the pulley by hydraulic pressure.

  Next, functions of the automatic operation ECU 11 in the system having the above configuration will be described.

  FIG. 7 is a flowchart showing an example of the target travel speed pattern generation process realized by the automatic operation ECU 11. FIG. 8 is a diagram conceptually showing each traveling pattern and target traveling speed pattern generated by the processing shown in FIG. The processing routine shown in FIG. 7 may be executed when a required deceleration point located in the direction in which the vehicle is traveling is detected based on information from the navigation device 7, for example.

  In step 500, the automatic operation ECU 11 grasps the relative relationship between the deceleration required point A and the current position of the host vehicle, and sets a deceleration achievement target. Setting the deceleration attainment target includes setting a deceleration target point and a target speed at the point based on the detected information on the deceleration required point. Here, as shown in FIG. 8, when the current vehicle position is 1000 m before the deceleration point A and the vehicle speed to be realized at the deceleration point A is zero (the point where the deceleration point A needs to be stopped). )). In this case, the automatic operation ECU 11 sets the deceleration target point B before the creep acceleration generation section before the deceleration required point A and determines the target speed at the deceleration target point B. The creep acceleration generation section may be a section corresponding to an appropriate speed region of, for example, 10 km / h or less, and in the example shown in FIG. 8, is a section corresponding to a speed region of 5 km / h or less. About the determination mode of the vehicle speed etc. which should be implement | achieved in the deceleration required point A, you may be the same as that of the above-mentioned Example 1. FIG.

  In step 510, the automatic driving ECU 11 determines whether there is a following vehicle. Whether or not there is a following vehicle may be determined based on information obtained through a rear monitoring radar, a rear monitoring camera, vehicle-to-vehicle communication, or the like. If there is a subsequent vehicle, the process proceeds to step 520. If there is no subsequent vehicle, the process proceeds to step 530.

  In step 520, the automatic operation ECU 11 generates a normal travel speed pattern as a target travel speed pattern in order to prioritize safety with the following vehicle.

  In step 530, the automatic operation ECU 11 is a traveling speed pattern when the neutral traveling is performed in a state where the output shaft of the engine 20 is disconnected from the input shaft of the automatic transmission 42, and the deceleration target point B Thus, a travel speed pattern (hereinafter referred to as “first neutral travel pattern”) that generates a target speed (5 km / h in this example) is generated. FIG. 8 shows the first neutral travel pattern. Here, neutral travel is adopted in the creep acceleration generation section. Therefore, the first neutral travel pattern may be generated as a neutral travel pattern such that the vehicle speed becomes zero at the deceleration required point A. By performing neutral travel in the creep acceleration generation section, it is possible to obtain a stop shock mitigation effect as well as a fuel efficiency improvement effect.

  During neutral driving, the engine 20 remains in an idle operation state, but the engine brake does not operate. Therefore, factors such as driving resistance torque (wheel rolling resistance, etc.), vehicle air resistance, road longitudinal gradient, etc. Depending on the vehicle, deceleration or acceleration of the vehicle can be realized. Therefore, the first neutral travel pattern may be generated in consideration of the travel resistance torque (predicted calculation value) from the local point to the deceleration target point B (or the deceleration required point A) and the like.

  In step 540, the automatic operation ECU 11 generates a gear ratio pattern (shift pattern) that maintains the fuel cut execution condition from the deceleration target point B and the target speed as the starting point, and the gear ratio. A travel speed pattern when a fuel cut travel that travels according to a pattern is performed, and a travel speed pattern that is a target speed at a deceleration target point (hereinafter referred to as a “fuel cut travel pattern”) is generated. Here, the generated gear ratio pattern is, for example, an engine speed (200 revolutions) obtained by adding a control error margin (eg, 500 revolutions) to a minimum engine speed (eg, 1500 revolutions) that satisfies a fuel cut execution condition. ) May be maintained. When the automatic transmission 42 is a continuously variable transmission, the generated gear ratio pattern may be a gear ratio pattern that maintains a minimum engine speed that satisfies a fuel cut execution condition. However, even if the automatic transmission 42 is a continuously variable transmission, a control error margin may be taken into consideration.

  FIG. 8 shows a fuel cut traveling pattern. Here, the fuel cut traveling pattern is a traveling pattern when traveling at the first gear ratio (first speed deceleration) in order from the deceleration target point B and the target speed, and the second gear ratio is second speed deceleration (second speed deceleration). The travel pattern when traveling at a speed of 3 (3rd speed reduction), the travel pattern when traveling at a 4th speed (4th speed deceleration), and the travel pattern when traveling at a 4th speed (4th speed deceleration) It is generated by connecting. The fuel cut travel pattern may also be generated in consideration of the travel resistance torque and the like, as in the first neutral travel pattern.

  Here, it should be noted that the above two traveling speed patterns, that is, the first neutral traveling pattern and the fuel cut traveling pattern, indicate the deceleration target point B and the target speed regardless of the current vehicle speed and the current vehicle position. Generated as a starting point.

  In step 550, the automatic operation ECU 11 generates a travel speed pattern (hereinafter referred to as “second neutral travel pattern”) when the neutral travel is performed from the current travel state. That is, the neutral travel pattern from the current vehicle position (local point) when neutral travel is performed from the current vehicle speed is generated as the second neutral travel pattern. In the example shown in FIG. 8, the local point is a point 1000 m before the deceleration required point A, and the current vehicle speed is about 45 km / h. The second neutral travel pattern generated from the current travel state is shown in FIG. 8 as “second neutral travel pattern 1”. Further, in FIG. 8, the second neutral travel pattern generated under the situation where the current travel state is different is shown as “second neutral travel pattern 2”. That is, when the local point is a point 1000 m before the deceleration required point A and the current vehicle speed is about 20 km / h, the second neutral traveling pattern is indicated as “second neutral traveling pattern 2”. ing.

  In step 560, the automatic operation ECU 11 determines whether there is an intersection point where the second neutral traveling pattern and the fuel cut traveling pattern intersect, that is, whether there is an identical point that has the same speed when following each traveling pattern. It is determined whether or not. If there is an intersection point, the process proceeds to step 570, and if there is no intersection point, the process proceeds to step 580. In the example shown in FIG. 8, when the second neutral travel pattern 1 is generated, the second neutral travel pattern 1 and the fuel cut travel pattern intersect at the intersection point D, so the process proceeds to step 570. It will be. On the other hand, in the example shown in FIG. 3, when the second neutral travel pattern 2 is generated, the second neutral travel pattern 2 does not intersect the fuel cut travel pattern, and thus the process proceeds to step 580. In other words, when traveling according to the second neutral travel pattern, if the vehicle can reach the deceleration target point B before the vehicle speed falls below the target vehicle speed, the second neutral travel pattern intersects with the fuel cut travel pattern, and the vehicle speed is If the deceleration target point B cannot be reached before the target vehicle speed falls below, the second neutral travel pattern does not intersect with the fuel cut travel pattern.

  In step 570, the automatic operation ECU 11 is a travel speed pattern obtained by combining the second neutral travel pattern and the fuel cut travel pattern, and the travel speed pattern reaching the deceleration target point B via the intersection point is set as the target. The travel speed pattern is determined. That is, the target travel speed pattern is generated by the second neutral travel pattern 1 from the local point to the intersection point D as conceptually shown as “target travel speed pattern 1” by the dotted line in FIG. A section from the intersection point D to the deceleration target point B is generated by the fuel cut traveling pattern.

  In step 580, the automatic driving ECU 11 generates a traveling speed pattern (accelerated traveling pattern) when the minimum necessary acceleration is performed from the current traveling state. Here, the minimum necessary acceleration is acceleration using a highly efficient target engine speed and target throttle opening without fuel adjustment (increase) of the engine 20. When the automatic transmission 42 is a continuously variable transmission, the automatic driving ECU 11 sets the target engine torque and the target engine speed so as to trace the engine optimum fuel consumption line (a preset high torque range with a good fuel consumption rate). The transmission ratio pattern according to the target engine speed is determined. The acceleration travel pattern may be generated in consideration of the travel resistance torque and the like, like the first neutral travel pattern.

  In step 590, the automatic operation ECU 11 determines whether or not the set upper limit speed is exceeded until the intersection point intersecting the first neutral travel pattern when traveling according to the acceleration travel pattern generated in step 580. . The set upper limit speed may be determined by a legal speed, a driver's selection, or the like, and here, for example, is about 33 km / h. If the set upper limit speed is exceeded, the process proceeds to step 610; otherwise, the process proceeds to step 600. In the example shown in FIG. 8, since the set upper limit speed is not exceeded at the intersection point E where the acceleration traveling pattern and the first neutral traveling pattern intersect, the process proceeds to step 600.

  In step 600, the automatic driving ECU 11 is a traveling speed pattern that is a combination of the first neutral traveling pattern and the acceleration traveling pattern, and the traveling speed pattern that reaches the deceleration target point B via the intersection point is used as the target traveling pattern. Determine as the speed pattern. That is, as the target travel speed pattern is conceptually shown as “target travel speed pattern 2” by a broken line in FIG. 8, a section from the local point to the intersection point E is generated by the acceleration travel pattern, and the intersection point A section from E to the deceleration target point B is generated by the first neutral travel pattern.

  In step 610, the automatic driving ECU 11 is a traveling speed pattern that intermittently repeats acceleration traveling and neutral traveling, and is finally referred to as a traveling speed pattern (hereinafter referred to as “wave-shaped traveling pattern”) that is continuous with the first neutral traveling pattern. ) Is determined as the target travel speed pattern. This wavy running pattern may be generated based on the same idea (see FIG. 4) as the processing in step 220 in the first embodiment.

  In the section defined by the neutral travel pattern in the target travel speed pattern, the automatic operation ECU 11 basically maintains the idle operation state of the engine 20 and is transmitted between the engine 20 and the automatic transmission 42 in principle. The force is zero. However, even in such a state, the automatic operation ECU 11 releases the neutral traveling state by connecting the engine 20 and the automatic transmission 42 and increasing the rotational speed of the engine 20 in an emergency or when necessary for control. It is possible. Further, if the circulation of the mission oil in the automatic transmission 42 may be insufficient during the neutral traveling, the automatic operation ECU 11 monitors the temperature of the mission oil during the neutral traveling, and circulates the mission oil as necessary. It is good also as promoting. For example, in the case of a configuration in which the amount of mission oil circulation is determined depending on the number of engine revolutions, the mission oil circulation may be insufficient during neutral travel, but it is necessary to monitor the mission oil temperature during neutral travel and Accordingly, the lubrication amount of the mission oil may be forcibly increased. Alternatively, the lubrication amount of the mission oil may be determined depending on, for example, the final rotational speed so that the circulation of the mission oil is not insufficient during the neutral traveling.

  According to the target travel speed pattern generation process described above, the following excellent effects can be obtained.

  As described above, set a deceleration target for changes in the situation on the spot, satisfy the target sufficiently, and combine neutralization with fuel cut and engine braking force and fuel efficiency improvement by optimal gear ratio pattern. It is possible to dynamically generate a target travel speed pattern that allows automatic travel with the optimum fuel efficiency to be utilized to the maximum while traveling.

  More specifically, first, as described above, the neutral travel pattern is used to generate the target travel speed pattern, so that it is possible to enjoy the advantages of neutral travel capable of traveling longer than fuel cut travel with excellent energy efficiency. Can do.

  Further, as described above, by using the neutral travel pattern, it is possible to realize fuel-saving driving over a relatively long section. That is, in the configuration in which only the fuel cut travel pattern reaches the deceleration target point B, the engine brake is activated in the fuel cut travel and the deceleration is inevitably higher than that in the neutral travel. The fuel cut cannot be started until it is relatively close. In other words, for example, in the example shown in FIG. 8, when the local point is a point 1000 m before the deceleration required point A and the current vehicle speed is about 45 km / h, when fuel cut traveling is performed from the local point, Before reaching the deceleration target point B, the vehicle speed falls below the target vehicle speed. For this reason, for example, steady running or accelerated running must be executed until the fuel cut running pattern shown in FIG. 8 is reached, and energy loss is generated accordingly. On the other hand, according to the present embodiment, since the neutral traveling is realized until it is located on the fuel cut traveling pattern, the fuel-saving operation can be realized over a relatively long section.

  In addition, as described above, when the vehicle speed at the local point is relatively high and the vehicle travels neutral from the local point, if the vehicle speed is predicted to exceed the target vehicle speed at the deceleration target point B, the neutral travel pattern and By appropriately using the fuel cut traveling pattern together, the target vehicle speed can be realized at the deceleration target point B while utilizing the advantages of each traveling to the maximum. If the vehicle speed at the local point is higher and the vehicle speed is predicted to exceed the target vehicle speed at the deceleration target point B even when fuel-cut traveling is performed from the local point, the friction brake should be minimized. It is also possible to generate a target travel speed pattern that reaches the fuel cut travel pattern after operating to the limit.

  In addition, as described above, when the vehicle speed at the local point is low and neutral driving is performed from the local point, even if the vehicle speed is lower than the target vehicle speed before reaching the deceleration target point B, the neutral driving pattern and the acceleration driving are performed. By generating the target travel speed pattern in combination with the pattern, the target vehicle speed can be realized at the deceleration target point B while maximally utilizing the high efficiency of the neutral travel pattern.

  In the illustrated target travel speed pattern generation process, when a negative determination is made in step 560, a target travel speed pattern that passes through the intersection point of the first neutral travel pattern and the acceleration travel pattern is generated. However, under circumstances where it is advantageous for fuel efficiency to temporarily accelerate to a relatively high speed due to, for example, the timing of traffic lights, the vehicle further accelerates beyond the intersection with the first neutral travel pattern. A traveling speed pattern that follows the pattern may be employed. In this case, after passing through the acceleration travel pattern, finally, the target travel speed pattern (acceleration travel pattern + target travel speed pattern 1 shown in FIG. 8) that is continuous with the second neutral travel pattern and the fuel cut travel pattern. The corresponding target travel speed pattern) is adopted.

  In this embodiment, the automatic operation ECU 11 executes the processing of steps 530 and / or 550 and / or 610, thereby realizing the “neutral travel pattern generation means” in the appended claims, and the automatic operation When the ECU 11 executes the process of step 540, the “fuel cut travel pattern generation means” in the claims is realized, and the automatic operation ECU 11 executes the process of steps 580 and / or 610, thereby The “accelerated travel pattern generation means” in the range is realized, and the automatic operation ECU 11 executes the processing of steps 570 and / or 600 and / or 580 and / or 610, thereby generating “target travel speed pattern generation in the claims” Means "will be realized. Needless to say, the implementation mode of these means is not limited to that according to the above-described embodiment.

  Incidentally, as described above, even when an ideal target travel speed pattern is generated in terms of energy efficiency, a control error due to a situation change, an actuator error, a sensor error, etc. occurs during actual travel. It is necessary to correct errors in driving force and braking force. Next, an automatic driving control mode (one embodiment of the control means) capable of correcting the control error without deteriorating the fuel consumption as much as possible will be described in detail with reference to FIG.

  FIG. 9 is a flowchart showing an embodiment of the automatic driving control process realized by the automatic driving ECU 11. The processing routine shown in FIG. 9 may be repeatedly executed at predetermined intervals.

  In step 700, the automatic driving ECU 11 determines whether or not the vehicle is in an overspeed state based on the current vehicle speed information. If the speed is in excess, the process proceeds to step 710; otherwise, the process proceeds to step 750.

  In step 710, the automatic operation ECU 11 determines whether or not the error between the current vehicle speed and the control target value is large. When the speed error is large (for example, when there is a speed error of 1 km / h or more in absolute value), the process proceeds to step 725. Otherwise, the process proceeds to step 720.

  In step 720, the automatic operation ECU 11 determines whether or not the remaining acceleration section is shorter than a predetermined reference value. The predetermined reference value may be a fixed value of about 10 seconds when the length of the remaining acceleration section is converted into time. If the remaining acceleration section is shorter than the predetermined reference value, the process proceeds to step 725. Otherwise, the process proceeds to step 730.

  In step 725, the automatic operation ECU 11 executes normal deceleration control. That is, similarly to general automatic driving speed control (for example, general auto cruise control), the throttle valve is closed and the friction brake is operated. That is, when the speed error is large or when the speed error is not large but the remaining acceleration section is short, the number of revolutions of the engine 20 is sufficiently reduced (for example, equivalent to the speed error) to generate a necessary and sufficient friction brake. . This is because the speed adjustment by engine control is less responsive than the brake device 50, so that the small adjustment of the throttle valve opening of the engine 20 increases the error and worsens the fuel consumption.

  In step 730, the automatic operation ECU 11 determines whether the error between the current vehicle speed and the control target value is very small. When the speed error is very small (for example, when there is a speed error of less than 0.5 km / h in absolute value), the process proceeds to step 735, and otherwise, the process proceeds to step 740.

  In step 735, the automatic operation ECU 11 uses a weak friction brake together with maintaining the rotational speed of the engine 20.

  In step 740, the automatic operation ECU 11 slightly reduces the rotational speed of the engine 20 and uses a weak friction brake together. That is, when the speed error is moderate (in this example, within the range of 0.5 km / h to 1 km / h), the rotational speed of the engine 20 is reduced by, for example, 0.5 km / h, and weak friction is caused. Use brakes together.

  In step 750, the automatic driving ECU 11 determines whether or not the speed is in a reduced state based on the current vehicle speed information. If the speed is reduced, the process proceeds to Step 760; otherwise, the process proceeds to Step 820.

  In step 760, the automatic operation ECU 11 executes normal acceleration control. That is, the automatic operation ECU 11 opens the throttle valve so that the vehicle speed follows the control target value, and stops the operation of the friction brake when the vehicle is operating.

  In step 770, the automatic operation ECU 11 determines whether or not the local point is in the fuel cut travel scheduled section. The fuel cut travel scheduled section is a section of the fuel cut travel pattern generated as described above. If the local point is within the fuel cut travel scheduled section, the process proceeds to step 780. Otherwise, the process proceeds to step 820.

  In step 780, the automatic operation ECU 11 determines whether or not the fuel cut is interrupted within the scheduled fuel cut travel section, that is, whether or not a state in which the fuel cut execution condition is not satisfied is formed. If the fuel cut is interrupted due to a control error, the process proceeds to step 790; otherwise, the process proceeds to step 800.

  In step 790, the automatic operation ECU 11 determines that the control error margin is too small, learns the error amount, and increases the control error margin. The correction of the control error margin is reflected in the fuel cut traveling pattern generation process in step 540 described with reference to FIG. In other words, the control error margin when generating the fuel cut travel pattern is corrected.

  In step 800, the automatic operation ECU 11 determines whether the fuel cut interruption frequency is too low. If the fuel cut interruption frequency is too low, the process proceeds to step 810; otherwise, the process proceeds to step 820.

  In step 810, the automatic operation ECU 11 determines that the control error margin is too large and decreases the control error margin. The correction of the control error margin is reflected in the fuel cut traveling pattern generation process in step 540 described with reference to FIG. Thus, the control error margin may be dynamically adjusted (feedback control) based on the learning result during the automatic driving control.

  In step 820, the automatic operation ECU 11 determines whether or not the error between the current vehicle speed and the control target value is large. In this determination process, the determination process result in step 710 may be used. When the control error is large, the processing routine for the current cycle is terminated without performing the processing relating to the gear ratio after step 830.

  In step 830, the automatic operation ECU 11 determines whether or not the acceleration scheduled section continues. The scheduled acceleration section is a section defined by the acceleration travel pattern among the target travel speed patterns generated as described above. Whether or not the scheduled acceleration section continues may be determined based on, for example, whether or not the remaining acceleration section is longer than a predetermined value. If the scheduled acceleration section continues, the process proceeds to step 840; otherwise, the process proceeds to step 850.

  In step 840, the automatic operation ECU 11 suppresses the downshift of the automatic transmission 42. As a result, when the control error is small and the scheduled acceleration section continues, the downshift is suppressed in preparation for the acceleration that is continuously performed.

  In step 850, the automatic operation ECU 11 determines whether or not the scheduled deceleration section continues. The planned deceleration section is a section in the target traveling speed pattern generated as described above that should be decelerated, and includes a fuel cut traveling pattern. If the scheduled deceleration section continues, the process proceeds to step 860. Otherwise, the process routine of this cycle is terminated without executing any process thereafter.

  In step 860, the automatic operation ECU 11 suppresses the upshifting of the automatic transmission 42. As a result, when the control error is small and the planned deceleration section continues, shift down is suppressed in preparation for continued deceleration.

  According to the automatic operation control process described above, the following excellent effects can be obtained.

  As described above, the control error generated for the target travel speed pattern is determined not only by the current vehicle and surrounding conditions, but also by the intention of generating the target travel speed pattern (whether it is an adjustment during acceleration or the acceleration is completed) The acceleration mode by the engine 20, the deceleration mode by the friction brake, etc., and the shift change mode of the automatic transmission 42 are adjusted, and the control error amount is reflected in the generation of the target travel speed pattern. By preventing the cut interruption, it becomes possible to perform the automatic driving control with the optimum fuel consumption for the vehicle including the automatic transmission 42.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the first embodiment described above, the length of the section of the strong regenerative travel pattern in the regenerative travel pattern may be adjusted according to the manner in which the battery 28 is charged. For example, when the battery 28 has a high charge acceptance capacity, the length of the strong regeneration travel pattern is lengthened. When the battery 28 has a low charge acceptance capacity, the length of the strong regeneration travel pattern is long. It is good also as shortening.

  In the first embodiment, a motor generator can be used instead of the motor 30.

  Further, in the first embodiment described above, when the vehicle speed to be realized at the deceleration required point A is zero, a friction brake may be used in a part or all of the regenerative disabled section. Similarly, in the above-described second embodiment, when the vehicle speed to be realized at the deceleration required point A is zero, a friction brake may be used in part or all of the creep acceleration generation section. A friction brake may be used to realize and maintain the final stop state.

1 is a block diagram showing a system configuration of a hybrid vehicle to which a vehicle control device 1 according to a first embodiment of the present invention is preferably applied. It is a functional block diagram which shows the main functions of automatic driving ECU10. It is a flowchart which shows one Example of the target travel speed pattern production | generation process implement | achieved by automatic driving | operation ECU10. It is explanatory drawing of a wavy running pattern. It is a flowchart which shows one Example of the automatic driving | operation control processing implement | achieved by automatic driving | operation ECU10. It is a block diagram which shows the system configuration | structure of the vehicle to which the vehicle control apparatus 2 by Example 2 of this invention is applied suitably. It is a flowchart which shows one Example of the target traveling speed pattern production | generation process implement | achieved by automatic driving | operation ECU11. It is a figure which shows notionally each driving | running pattern and target driving | running | working speed pattern which are produced | generated by the process shown in FIG. It is a flowchart which shows one Example of the automatic driving | operation control processing implement | achieved by automatic driving ECU11.

Explanation of symbols

1, 2 Vehicle control device 6 ECU for other vehicles
7 Navigation device 10, 11 Automatic operation ECU
20 Engine 22 Power split mechanism 24 Generator 26 Inverter 28 Battery 30 Motor 32 Differential 40 Steering device 42 Automatic transmission 50 Brake device

Claims (11)

A vehicle control device applied to a hybrid vehicle, wherein the vehicle control device controls the traveling speed of the vehicle based on factors other than the operation amount of an accelerator pedal and a brake pedal .
Non-regenerative and non-accelerated travel pattern generating means for generating a traveling speed pattern (hereinafter referred to as “non-regenerative and non-accelerated travel pattern”) when performing non-regenerative and non-accelerated travel that does not perform acceleration and regeneration together with the engine;
Based on the generated non-regenerative non-accelerated travel pattern, target travel speed pattern generating means for generating a target travel speed pattern that becomes a target speed at a deceleration target point located forward in the traveling direction;
A vehicle control apparatus comprising: control means for controlling the traveling speed of the vehicle based on the generated target traveling speed pattern. Regenerative travel pattern generating means for generating a travel speed pattern (hereinafter referred to as “regenerative travel pattern”) that becomes a target speed at a deceleration target point when performing regenerative brake travel;
The non-regenerative non-accelerated travel pattern generating means generates a non-regenerative non-accelerated travel pattern from a local point when performing non-regenerative non-accelerated travel from the current vehicle speed,
If the vehicle speed exceeds the target speed at the deceleration target point when the generated non-regenerative non-accelerated travel pattern is followed, the target travel speed pattern generating means generates the regenerative travel pattern and the non-regenerative travel pattern. The vehicle control device according to claim 1, wherein the target travel speed pattern is generated in combination with a non-accelerated travel pattern.   The target travel speed pattern is a section from the local point to the intersection point where the generated regenerative travel pattern and the non-regenerative non-accelerated travel pattern intersect with each other. The vehicle control device according to claim 2, wherein a section from a deceleration target point to a deceleration target point is generated by the regenerative travel pattern. The non-regenerative non-accelerated travel pattern includes a first non-regenerative non-accelerated travel pattern that becomes a target speed at a deceleration target point, and a second non-regenerative non-accelerated travel pattern from a local point based on the current vehicle speed. In the vehicle control device according to Item 1,
Accelerated traveling pattern generation means for generating a traveling speed pattern (hereinafter referred to as “accelerated traveling pattern”) when performing acceleration traveling by the engine and / or motor,
When the vehicle speed is lower than the target speed at the deceleration target point when the generated second non-regenerative non-accelerated travel pattern is followed, the target travel speed pattern generating means includes the generated accelerated travel pattern and the A vehicle control device that generates the target travel speed pattern in combination with a first non-regenerative non-accelerated travel pattern.   The target travel speed pattern is generated by the acceleration travel pattern from a local point to an intersection point where the generated acceleration travel pattern and the first non-regenerative non-acceleration travel pattern intersect. 5. The vehicle control device according to claim 4, wherein a section to a deceleration target point is generated by the first non-regenerative non-accelerated travel pattern.   In a situation where acceleration traveling by a motor is realized based on the target travel speed pattern, the control means determines the magnitude of an error in the current vehicle speed with respect to the target travel speed pattern and the scheduled acceleration section in the target travel speed pattern. 6. The vehicle control device according to claim 4, wherein it is determined whether to switch from acceleration running by a motor to acceleration running by an engine based on the length of the vehicle. A vehicle control device that is applied to a vehicle that includes an automatic transmission including a stepped transmission or a continuously variable transmission and that performs a fuel cut of an engine when a predetermined execution condition is satisfied, and includes an accelerator pedal and a brake In the vehicle control device that controls the traveling speed of the vehicle based on factors other than the operation amount of the pedal ,
Neutral travel pattern generating means for generating a travel speed pattern (hereinafter referred to as “neutral travel pattern”) when performing neutral travel in which the output shaft of the engine is disconnected from the input shaft of the automatic transmission. ,
Based on the generated neutral travel pattern, target travel speed pattern generation means for generating a target travel speed pattern that becomes a target speed at a deceleration target point located forward in the traveling direction;
A vehicle control apparatus comprising: control means for controlling the traveling speed of the vehicle based on the generated target traveling speed pattern. A traveling speed pattern when the fuel cut traveling is performed in a state where the predetermined execution condition for performing the fuel cut is satisfied, and a traveling speed pattern (hereinafter referred to as “fuel cut”) that becomes a target speed at the deceleration target point. A fuel cut travel pattern generating means for generating a travel pattern)),
The neutral travel pattern generating means generates a neutral travel pattern from a local point when performing neutral travel from the current vehicle speed,
When the vehicle speed exceeds the target speed at the deceleration target point when following the generated neutral travel pattern, the target travel speed pattern generating means includes the generated fuel cut travel pattern, the neutral travel pattern, The vehicle control apparatus according to claim 7, wherein the target travel speed pattern is generated by combining the two.   The target travel speed pattern is generated by the neutral travel pattern from the local point to the intersection point where the generated fuel cut travel pattern and the neutral travel pattern intersect, and from the intersection point to the deceleration target point The vehicle control device according to claim 8, wherein a section is generated by the fuel cut traveling pattern. The vehicle control device according to claim 7, wherein the neutral travel pattern includes a first neutral travel pattern that is a target speed at a deceleration target point and a second neutral travel pattern from a local point based on a current vehicle speed. ,
Accelerated travel pattern generating means for generating an accelerated travel pattern when performing accelerated travel is further provided,
When the vehicle speed is lower than the target speed at the deceleration target point when the generated second neutral travel pattern is followed, the target travel speed pattern generating means generates the generated acceleration travel pattern and the first neutral travel pattern. A vehicle control device that generates the target travel speed pattern in combination with a travel pattern.   In the target travel speed pattern, a section from a local point to an intersection point where the generated acceleration travel pattern and the first neutral travel pattern intersect is generated by the acceleration travel pattern, and the deceleration target point from the intersection point The vehicle control device according to claim 10, wherein a section is generated by the first neutral travel pattern.

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