JP5378480B2 - Vehicle travel control device and vehicle travel control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To raise a follow up property to a precedence vehicle and a passing property of the precedence vehicle, and also improve fuel consumption. <P>SOLUTION: An MG/BATECU36 of a vehicle travel control device 10: computes a moving standard deviation for each vehicle speed and each inter-vehicular distance from history information of traveling state which comprises at least gas pedal opening, vehicle speed, and inter-vehicular distance; determines which maintenance mode is chosen out of at least a vehicle speed maintenance mode, an inter-vehicular distance maintenance mode, and a driving force maintenance mode; and derives a fixed point driving or an output followup driving as a driving point of an internal combustion engine 11 from a maintenance mode by the determination results. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a vehicle travel control device and a vehicle travel control method.

  Conventionally, for example, when a preceding vehicle is captured, an inter-vehicle control system that controls braking / driving force so as to maintain the set inter-vehicle distance between the own vehicle and the preceding vehicle, and a motor based on inter-vehicle distance information output from the inter-vehicle control system A motor internal combustion engine driving force distribution ratio setting means for setting a driving distribution ratio between the engine and the internal combustion engine, and when driving with high responsiveness is requested from inter-vehicle distance information during traveling by inter-vehicle control, or When the inter-vehicle distance from the preceding vehicle is shortened, a control device is known that increases the ratio of the driving output of the motor by increasing the driving force distribution ratio shared by the motor with respect to the required driving force (for example, Patent Documents). 1).

JP 2007-168502 A

By the way, according to the control device according to the above-described prior art, the ability to follow the preceding vehicle and the preceding vehicle by exhibiting high acceleration responsiveness according to the acceleration intention reflected in the inter-vehicle distance information when traveling by inter-vehicle distance control. As well as improving the overtaking ability, the fuel efficiency can be improved.
However, when the inter-vehicle distance increases in a traffic jam, the driving frequency of the internal combustion engine is simply increased, so it cannot be determined whether the driver really intends to follow the preceding vehicle. As a result, there is a problem that when the host vehicle captures the preceding vehicle, the fuel consumption is deteriorated by switching to the control based on the follow-up even though there is a possibility that the fuel consumption may be further improved.

  The present invention has been made in view of the above circumstances, and can improve the followability to the preceding vehicle and the overtaking performance of the preceding vehicle, and can improve the fuel efficiency and the vehicle traveling control device and the vehicle traveling. It aims to provide a control method.

In order to solve the above-described problems and achieve the object, the vehicle travel control apparatus according to the first aspect of the present invention is a power generation means for generating power using the power of an internal combustion engine (for example, the internal combustion engine 11 in the embodiment). (For example, the power generation motor 12 and the PDU 14 in the embodiment), a travel motor that generates a travel drive force by at least the power generated by the power generation means, and a vehicle that travels by the travel drive force of the travel motor (for example, The driving state detecting means for detecting the driving state of the hybrid vehicle 1) in the embodiment (for example, the millimeter wave radar 37, the accelerator pedal opening sensor 41, the vehicle speed sensor 42 in the embodiment), and the driving state detection Storage means (for example, also serving as MG / BAT ECU 36 in the embodiment) for storing the history information of the running state detected by the means, and the history information Control means (e.g., FIECU31, MG / BATECU36 in the embodiment) and a, the running state detecting means for controlling said internal combustion engine at an operating point in accordance with, as the running state, at least, the accelerator opening , the vehicle speed, the headway distance to the preceding vehicle of the said vehicle vehicle, is detected and the control means, each said from the history information the vehicle speed and the moving standard deviation of each of the inter-vehicle distance (e.g., in the embodiment Vehicle speed movement standard deviation VPSD and inter-vehicle distance movement standard deviation DSD), and based on the movement standard deviation, at least a vehicle speed maintenance mode, an inter-vehicle distance maintenance mode, and a driving force maintenance mode for the travel driving force , It determines whether to select any maintenance mode of the fixed point operation or the accession as the operating point from the maintenance mode by the results of the determination Deriving an output following operation to follow the output of the internal combustion engine to the required output according to Le opening.

Further , the control means sets the driving point as the output following operation when the vehicle speed maintenance mode or the driving force maintenance mode is selected, and sets the driving point when the inter-vehicle distance maintenance mode is selected. The fixed point operation is used.

Furthermore, in the vehicular travel control apparatus according to the second aspect of the present invention, the control means is configured such that the movement standard deviation of the inter-vehicle distance is a predetermined inter-vehicle distance standard deviation determination value (for example, inter-vehicle distance maintenance priority in the embodiment). the inter-vehicle distance maintaining mode when the accelerator opening when the determination vehicle distance moved less than the standard deviation DSDJUD) are included in the first accelerator opening range according to the inter-vehicle distance to select the movement of the vehicle distance When the standard deviation is greater than the inter-vehicle distance standard deviation determination value and the moving standard deviation of the vehicle speed is less than a predetermined vehicle speed standard deviation determination value (for example, vehicle speed maintenance priority determination moving standard deviation VPSDJUD in the embodiment), the accelerator is opened. degrees is the selected vehicle speed maintaining mode when contained within the second accelerator opening range according to the vehicle speed, the moving standard deviation is the inter-vehicle distance standard deviation determination of the inter-vehicle distance Selecting the driving force maintaining mode when the accelerator opening is included in the third accelerator opening range according to the driving force when more and moving standard deviation of the vehicle speed is greater than the vehicle speed standard deviation determining value you.

Further, in the vehicle travel control apparatus according to the third aspect of the present invention, the control means sets the first accelerator opening range to a first predetermined value corresponding to the moving average of the accelerator opening and the inter-vehicle distance maintenance mode. A range obtained by adding or subtracting a value (for example, first predetermined value DAPD in the embodiment) (for example, constant inter-vehicle distance type determination lower limit AP opening APDL to fixed inter-vehicle distance type determination upper limit AP opening in the embodiment) APDH) to.

Furthermore, in the vehicle travel control apparatus according to the fourth aspect of the present invention, the control means sets the second accelerator opening range to a second predetermined value corresponding to the moving average of the accelerator opening and the vehicle speed maintenance mode. (For example, the second predetermined value DAPV in the embodiment) and a range obtained by adding or subtracting (for example, the constant vehicle speed type determination lower limit AP opening APVL to the constant vehicle speed determination upper limit AP opening APVH in the embodiment) and To do .

Furthermore, in the vehicle travel control apparatus according to the fifth aspect of the present invention, the control means sets the third accelerator opening range as a third predetermined value corresponding to the moving average of the accelerator opening and the driving force maintenance mode. Range (for example, constant driving force type determination lower limit AP opening APFL to constant driving force type determination upper limit AP opening in the embodiment) obtained by adding or subtracting a value (for example, the third predetermined value DAPF in the embodiment) APFH) to.

Further, in the vehicle travel control apparatus according to the sixth aspect of the present invention, the control means is such that the accelerator opening is a predetermined lower threshold (for example, the stability estimation determination execution lower limit AP opening APLJUD in the embodiment). When it is larger, it is determined which of the maintenance modes is selected.

Furthermore, in the vehicular travel control apparatus according to the seventh aspect of the present invention, the control means has a vehicle speed within a predetermined stable vehicle speed range (for example, a stability estimation determination implementation lower limit vehicle speed VPSTBL in the embodiment to a stability estimation). It is determined which of the maintenance modes is to be selected when the brake operation for stopping the traveling of the vehicle is not performed within the determination execution upper limit vehicle speed VPSTBH).

Furthermore, in the vehicle travel control apparatus according to the eighth aspect of the present invention, the control means can select a first predetermined time (for example, in the embodiment) after the maintenance mode can be selected according to the movement standard deviation. The maintenance mode is selected when the maintenance control execution delay time TSTB1) continues.

Furthermore, in the vehicle travel control apparatus according to the ninth aspect of the present invention, the control means does not become able to select the maintenance mode in accordance with the movement standard deviation, but for a second predetermined time (for example, in the embodiment). When the maintenance control release delay time TSTB2) continues, the selection of the maintenance mode is released.

Further, in the vehicle travel control method according to the tenth aspect of the present invention, at least the accelerator opening is set as the travel state of the vehicle that generates power by the power of the internal combustion engine and generates the travel driving force by at least the generated power. , vehicle speed and the inter-vehicle distance to the preceding vehicle of the said vehicle vehicle, detects, and stores the history information of the detected said running state, when controlling the internal combustion engine at an operating point in accordance with the history information In addition, a moving standard deviation (for example, a vehicle speed moving standard deviation VPSD and an inter-vehicle distance moving standard deviation DSD in the embodiment) is calculated from the history information for each vehicle speed and each inter-vehicle distance, and based on the moving standard deviation. at least determines the vehicle speed maintaining mode, the headway distance maintenance mode, the driving force maintaining mode for the travel driving force, or to select any maintenance mode of, Derives the output tracking operation from the maintenance mode by results to follow the output of the internal combustion engine required output corresponding to the fixed point operation or the accelerator opening as the operating point of the determination, the vehicle speed maintaining mode and the driving force maintaining mode Is selected as the output follow-up operation, and when the inter-vehicle distance maintenance mode is selected, the operation point is defined as the fixed point operation .

According to the vehicular travel control apparatus according to the first aspect of the present invention and the vehicular travel control method according to the tenth aspect of the present invention, each vehicle speed and inter-vehicle distance calculated from the history information of different travel states for each driver. Since the maintenance mode is selected and the driving point is derived according to each moving standard deviation, driving efficiency can be improved while appropriately reflecting the driver's driving intention in the driving control of the vehicle.

Furthermore , when the driver is performing a driving operation for maintaining the vehicle speed or maintaining the driving force, the vehicle speed and the required driving force are relatively stable. Therefore, the power generation means follows the required output corresponding to the driving operation. Even in this output follow-up operation, the amount of EGR (exhaust gas recirculation) introduced into the internal combustion engine does not change suddenly, and stable high-efficiency operation can be maintained.
In addition, when the driver performs a driving operation to maintain the inter-vehicle distance, the vehicle speed and driving force fluctuate relatively. Therefore, stop the output following operation of the power generation means that follows the required output according to this driving operation. Then, the operation is switched to the fixed point operation based on the operation at the operation point with the highest operation efficiency of the internal combustion engine. Thereby, even if the vehicle speed or driving force changes, the internal combustion engine that drives the power generation means is operated in a stable state, so that it is possible to maintain high-efficiency operation.

According to the vehicle travel control apparatus of the second aspect of the present invention, each maintenance mode is selected according to each vehicle speed calculated from the history information of the traveling state that is different for each driver and the movement standard deviation for each inter-vehicle distance. Therefore, the driver's driving intention is appropriately reflected in the vehicle travel control.

According to the vehicle travel control apparatus according to the third to fifth aspects of the present invention, the inter-vehicle distance, the vehicle speed and the driving force stability associated with each accelerator opening range corresponding to each maintenance mode, and the accelerator opening Since it is determined whether to select each maintenance mode based on the degree, appropriate selection of each maintenance mode and operating point can be performed with high accuracy.

According to the vehicle travel control device of the sixth aspect of the present invention, when the accelerator opening is larger than the predetermined lower limit threshold, the frequency of selecting each maintenance mode with a small change in the accelerator opening can be increased. , Can contribute to improved fuel efficiency.
In addition, it is possible to clearly determine whether the driving operation that causes the change in the accelerator opening is caused by maintaining the driving force, maintaining the vehicle speed, or maintaining the inter-vehicle distance. Can grasp.

With the vehicle travel control device according to the seventh aspect of the present invention, it is possible to improve the determination accuracy when determining which maintenance mode to select.

According to the vehicle travel control apparatus of the eighth aspect or the ninth aspect of the present invention, it is possible to prevent frequent switching between selection and cancellation of the maintenance mode.

1 is a configuration diagram of a vehicle travel control apparatus according to an embodiment of the present invention. It is a figure which shows the example of the 1st-3rd accelerator opening range with respect to the accelerator opening AP which concerns on embodiment of this invention. It is a figure which shows the example of the change of the vehicle speed VP and accelerator opening AP which concerns on embodiment of this invention, and the example of the change of the flag value of AP predetermined range determination flag and the stability determination flag F_STB. It is a flowchart which shows the operation | movement of the vehicle travel control apparatus which concerns on embodiment of this invention, ie, the process of the vehicle travel control method. It is a flowchart which shows the process of control target estimation and operation stability estimation which are shown in FIG. It is a figure which shows an example of the correspondence of the inter-vehicle distance movement standard deviation DSD and the vehicle speed movement standard deviation VPSD, and the vehicle speed maintenance mode and the inter-vehicle distance maintenance mode according to the embodiment of the present invention. FIG. 5 is a flowchart showing an operation determination process shown in FIG. 4. FIG. It is a flowchart which shows the process of electric power generation operation determination shown in FIG. It is a flowchart which shows the process of electric power generation operation determination shown in FIG.

  Hereinafter, a vehicle travel control device and a vehicle travel control method according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  A vehicle travel control apparatus 10 according to the present embodiment is mounted on, for example, a hybrid vehicle 1 shown in FIG. 1, and the hybrid vehicle 1 is, for example, a crankshaft (not shown) of a two-cylinder internal combustion engine (ENG) 11. This is a series type hybrid vehicle in which a power generation motor (GEN) 12 is coupled to a traveling motor (MOT) 13 coupled to driving wheels W.

The motors 12 and 13 are, for example, three-phase DC brushless motors, and are connected to power drive units (PDUs) 14 and 15 that control the motors 12 and 13.
Each of the PDUs 14 and 15 includes a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of switching elements such as transistors.

The PDUs 14 and 15 are connected to a battery (BATT) 16 such as a high-voltage lithium ion (Li-ion) type.
The battery 16 includes an external charging plug 16a that can be connected to an external charging device (not shown), for example, and can be charged by the external charging device via the external charging plug 16a.

For example, when the power generation motor 12 generates power using the power of the internal combustion engine 11, the PDU 14 converts AC generated power output from the power generation motor 12 into DC power to charge the battery 16 or the driving motor 13. Power is supplied to the PDU 15.
For example, when driving the travel motor 13, the PDU 15 converts the DC power supplied from the battery 16 or the PDU 14 of the power generation motor 12 into AC power and supplies the AC power to the travel motor 13.

  On the other hand, for example, when the driving force is transmitted from the driving wheel W side to the traveling motor 13 side during deceleration of the hybrid vehicle 1, the traveling motor 13 functions as a generator to generate a so-called regenerative braking force, and the vehicle body Kinetic energy is recovered as electrical energy. At the time of power generation by the traveling motor 13, the PDU 15 converts the alternating-current (regenerative) power output from the traveling motor 13 into direct-current power and charges the battery 16.

Further, a low-voltage 12V battery (12V-BATT) 17 for driving an electric load composed of various auxiliary machines is connected to a DC / DC converter 18, and the DC / DC converter 18 is connected to each of the PDUs 14 and 15 and the battery 16. Has been.
The DC / DC converter 18 can charge the 12V battery 17 by reducing the voltage between the terminals of the battery 16 or the voltage between the terminals of the PDUs 14 and 15 to a predetermined voltage value.
For example, when the remaining capacity (SOC: State Of Charge) of the battery 16 is decreased, the voltage between the terminals of the 12V battery 17 may be boosted so that the battery 16 can be charged.

An air conditioner inverter (ACINV) 20 that drives and controls the electric compressor (E-COMP) 19 is connected to the PDUs 14 and 15 and the battery 16.
The electric compressor (E-COMP) 19 is driven by the AC power output from the air conditioner inverter 20, and the air conditioner inverter 20 converts the DC power output from each PDU 14, 15 or the battery 16 into AC power. And supplied to the electric compressor 19.

  Further, the vehicular travel control apparatus 10 includes, as various ECUs (Electronic Control Units) constituted by electronic circuits such as a CPU (Central Processing Unit), for example, a FIECU 31, a GENECU 32, a MOT ECU 33, and an IHC ECU 34. , BRAKEECU 35 and MG / BAT ECU 36 are provided.

The FI ECU 31 controls, for example, fuel supply to the internal combustion engine 11 and ignition timing. For example, when controlling at a constant rotational speed during EV traveling or with respect to a request output from the driver, the FIECU 31 supplies a control current to an electromagnetic actuator (not shown) that drives a throttle valve (not shown) to generate an MG. / The throttle valve is electronically controlled so that the valve opening degree according to the instruction of the BAT ECU 36 is obtained.
Further, when the control is performed following the request output from the driver, the FIECU 31 controls the throttle valve (not shown) according to the stroke amount of the accelerator pedal (not shown) detected by the accelerator pedal opening sensor 41. A control current is supplied to an electromagnetic actuator (not shown) for driving the throttle valve, and the throttle valve is electronically controlled so that the valve opening degree is in accordance with the stroke amount of the accelerator pedal.

The GENECU 32 controls the power generation of the power generation motor 12 by the power of the internal combustion engine 11 by controlling the power conversion operation of the PDU 14.
The MOTECU 33 controls driving of the traveling motor 13 and power generation by controlling the power conversion operation of the PDU 15.

  The power conversion operation of each of the PDUs 14 and 15 is controlled according to a pulse for driving the transistors of the PDUs 14 and 15 on / off by, for example, pulse width modulation (PWM). The operation amount of each motor 12, 13 is controlled by the ratio.

The IHC ECU ECU 34 controls the millimeter wave radar 37 that uses the outside world of the host vehicle as a detection range, and transmits a detection result signal output from the millimeter wave radar 37.
The BRAKE ECU 35 drives and controls a brake device 35a provided on the drive wheels W and performs coordination between regeneration of the travel motor 13 and brake of the drive wheels W.

The MG / BAT ECU 36 controls, for example, monitoring and protection of the high-voltage equipment including the battery 16 and controls the power conversion operation of the DC-DC converter 18.
For example, the MG / BAT ECU 36 calculates various state quantities such as a remaining capacity (SOC: State Of Charge) based on the detection signals of the inter-terminal voltage, current, and temperature of the battery 16.

Further, the MG / BAT ECU 36 performs management and control of all other ECUs 31 to 35.
For this reason, detection signals output from various sensors that detect the state quantity of the hybrid vehicle 1 and signals of detection results of the millimeter wave radar 37 transmitted from the IHC ECU 34 are input to the MG / BAT ECU 36.
The various sensors include, for example, an accelerator pedal opening sensor 41 that detects an accelerator pedal stroke amount (accelerator opening) when the driver depresses an accelerator pedal, and a vehicle speed sensor 42 that detects the speed (vehicle speed) of the hybrid vehicle 1. Etc.

Then, the MG / BAT ECU 36 calculates the inter-vehicle distance between the preceding vehicle and the host vehicle based on the signal of the detection result of the millimeter wave radar 37, and at least the accelerator opening, the vehicle speed, and the inter-vehicle distance as the traveling state of the hybrid vehicle 1 History information with distance is stored.
Based on the history information, the operation state of the internal combustion engine 11 and the motors 12 and 13 and the traveling state of the hybrid vehicle 1 are controlled in cooperation with the ECUs 31 to 35 as described later.

  In addition, each ECU31-35 is connected to the CAN (Controller Area Network) communication 1st line CL1 of a vehicle with the sensors which detect the various states of the hybrid vehicle 1. FIG.

  In addition, an air conditioner unit (A / UNIT) 39 that adjusts the temperature state of the passenger compartment using an electric compressor (E-COMP) 19, together with a meter 38 that is configured to display various states of the hybrid vehicle 1. , CAN (Controller Area Network) communication first line CL1 is connected to CAN (Controller Area Network) communication second line CL2 having a communication speed slower than that of the first line CL1.

  The vehicle travel control device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle travel control device 10, that is, the processing of the vehicle travel control method, particularly, the control operation of the MG / BAT ECU 36 will be described. .

  The MG / BAT ECU 36 is based on the detection result signal sequentially output from the millimeter wave radar 37 and the detection result signal sequentially output from the accelerator pedal opening sensor 41 and the vehicle speed sensor 42, for example. As the state, history information of at least the accelerator opening AP, the vehicle speed VP, and the inter-vehicle distance D is stored, and the movement standard deviation for each vehicle speed VP and the inter-vehicle distance D is calculated from the historical information.

Note that the movement standard deviation of the vehicle speed VP (vehicle speed movement standard deviation VPSD) is described by the number n of samples of the vehicle speed VP, for example, as shown in the following formula (1).
Further, the movement standard deviation of the inter-vehicle distance D (the inter-vehicle distance movement standard deviation DSD) is described by the number of samples n of the inter-vehicle distance D, for example, as shown in the following formula (2).

  Then, the MG / BAT ECU 36 selects at least one of the vehicle speed maintenance mode, the inter-vehicle distance maintenance mode, and the driving force maintenance mode according to the vehicle speed movement standard deviation VPSD and the inter-vehicle distance movement standard deviation DSD. The fixed point operation or the output follow-up operation is derived as the operation point of the internal combustion engine 11 from the maintenance mode based on the determination result.

Note that these modes such as the vehicle speed maintenance mode, the inter-vehicle distance maintenance mode, and the driving force maintenance mode are examples of modes in which the driver estimates how to drive and is classified.
For example, the vehicle speed maintenance mode is a state in which the vehicle speed is maintained at a predetermined fixed value or driving is attempted so that a change in the vehicle speed is within a predetermined fixed range. The inter-vehicle distance maintenance mode is a state in which driving is attempted so that the inter-vehicle distance between the preceding vehicle and the host vehicle is maintained at a predetermined fixed value or the change in the inter-vehicle distance is within a predetermined fixed range. The driving force maintenance mode is a state in which the driving force is maintained at a predetermined fixed value or an operation is attempted so that the change in the accelerator opening is within a predetermined constant range.

Further, the fixed point operation of the internal combustion engine 11 is a predetermined state such as a state in which the BSFC (Brake Specific Fuel Consumption) of the internal combustion engine 11 is optimal, or a state in which the output of the internal combustion engine 11 is maximum, for example. The internal combustion engine 11 is operated with the internal combustion engine 11 being operated continuously or intermittently.
Further, in the output follow-up operation of the internal combustion engine 11, for example, the output of the traveling motor 13 driven by the power generated by the power generation motor 12 is made to follow the required output corresponding to the driver's depression operation of the accelerator pedal. Thus, the internal combustion engine 11 is operated.

  For example, when the vehicle speed maintenance mode or the driving force maintenance mode is selected, the MG / BATECU 36 sets the driving point as the output follow-up driving, and when the inter-vehicle distance maintenance mode is selected, sets the driving point as the fixed point driving.

In addition, the MG / BAT ECU 36 determines whether the inter-vehicle distance movement standard deviation DSD is less than a predetermined inter-vehicle distance maintenance priority determination inter-vehicle distance movement standard deviation DSDJUD based on the relationship between the accelerator opening AP and the stability of the inter-vehicle distance D. It is determined whether or not the distance maintenance mode is selected.
The stability of the inter-vehicle distance D is, for example, as shown in FIG. 2, a predetermined value α (= first predetermined value) corresponding to the moving average of the accelerator opening AP (AP opening moving average value APAVE) corresponding to the inter-vehicle distance maintaining mode. This is related to the first accelerator opening range (APDL to APDH) obtained by adjusting the value DAPD).
The MG / BAT ECU 36 selects the inter-vehicle distance maintenance mode when the accelerator opening AP is included at least in the first accelerator opening range.
Note that the fixed inter-vehicle distance type determination upper limit AP opening APDH = APAVE + DAPD and the fixed inter-vehicle distance type determination lower limit AP opening APDL = APAVE−DAPD.

Further, the MG / BAT ECU 36, for example, has an inter-vehicle distance movement standard deviation DSD equal to or greater than a predetermined inter-vehicle distance maintenance priority determination inter-vehicle distance movement standard deviation DSDJUD, and a vehicle speed movement standard deviation VPSD is less than a predetermined vehicle speed maintenance priority determination movement standard deviation VPSDJUD. In this case, it is determined whether or not the vehicle speed maintenance mode is selected from the relationship between the accelerator opening AP and the stability of the vehicle speed VP.
For example, as shown in FIG. 2, the stability of the vehicle speed VP is determined by a predetermined value α (= second predetermined value DAPV) corresponding to the moving average of the accelerator opening AP (AP opening moving average value APAVE) according to the vehicle speed maintenance mode. ) In relation to the second accelerator opening range (APVL to APVH) obtained by adjusting.
The MG / BAT ECU 36 selects the vehicle speed maintenance mode when the accelerator opening AP is included in at least the second accelerator opening range.
Note that the vehicle speed constant type determination upper limit AP opening APVH = APAVE + DAPV and the vehicle speed constant type determination lower limit AP opening APVL = APAVE−DAPV.
Further, the second predetermined value DAPV is a value smaller than the first predetermined value DAPD.

Further, the MG / BAT ECU 36, for example, has an inter-vehicle distance movement standard deviation DSD greater than or equal to a predetermined inter-vehicle distance maintenance priority determination inter-vehicle distance movement standard deviation DSDJUD, and a vehicle speed movement standard deviation VPSD is greater than or equal to a predetermined vehicle speed maintenance priority determination movement standard deviation VPSDJUD. In this case, it is determined whether or not to select the driving force maintenance mode from the relationship between the accelerator opening AP and the stability of the driving force.
For example, as shown in FIG. 2, the stability of the driving force is a predetermined value α (= third predetermined value) corresponding to the moving average of the accelerator opening AP (AP opening moving average value APAVE) corresponding to the driving force maintenance mode. This is related to the third accelerator opening range (APFL to APFH) obtained by adjusting (DAPF).
The MG / BAT ECU 36 selects the driving force maintenance mode when the accelerator opening AP is included at least in the third accelerator opening range.
The constant driving force type determination upper limit AP opening APFH = APAVE + DAPF, and the constant driving force type determination lower limit AP opening APFL = APAVE−DAPF.
The third predetermined value DAPF is smaller than the second predetermined value DAPV.

The case where the accelerator opening AP is included in each accelerator opening range means that the accelerator opening AP is included in each accelerator opening range, for example, between the times ta and tb and between the times tc and td shown in FIG. The stability determination flag F_STB of the accelerator pedal opening AP is reached when the continuation time in which the flag value of the AP predetermined range determination flag indicating that it is included reaches a predetermined maintenance control execution delay time tSTB1. The flag value of “1” is “1”.
The state in which the flag value of the stability determination flag F_STB is “1” is, for example, the case where the duration for which the flag value of the AP in-range determination flag is “0” reaches a predetermined maintenance control release delay time tSTB2. For example, the accelerator opening AP is less than a predetermined stability estimation determination execution lower limit AP opening APLJUD, for example, at time te shown in FIG.

That is, for example, the MG / BAT ECU 36 determines which maintenance mode is selected when the accelerator opening AP is larger than a predetermined lower limit threshold (stability estimation determination execution lower limit AP opening APLJUD).
Further, for example, the MG / BAT ECU 36 executes a brake operation in which the vehicle speed VP is within a predetermined stable vehicle speed range (stability estimation determination execution lower limit vehicle speed VPSTBL to stability estimation determination execution upper limit vehicle speed VPSTBH) and the hybrid vehicle 1 stops traveling. If not, it is determined which maintenance mode is selected.

Further, the MG / BAT ECU 36 has a first predetermined time (maintenance control execution delay time TSTB1) after it becomes possible to select any one of the maintenance modes according to the vehicle speed movement standard deviation VPSD and the inter-vehicle distance movement standard deviation DSD, for example. If it continues, select one of the maintenance modes.
Further, for example, the MG / BAT ECU 36 determines that the second predetermined time (maintenance control release delay time TSTB2) does not become selectable according to the vehicle speed movement standard deviation VPSD and the inter-vehicle distance movement standard deviation DSD. Release the maintenance mode selection if you continue.

Hereinafter, the operation of the vehicle travel control device 10, that is, the process of the vehicle travel control method will be described with reference to flowcharts.
First, for example, in step S01 shown in FIG. 4, the inter-vehicle distance movement standard deviation DSD is calculated from the history information of the inter-vehicle distance D.
Next, in step S02, the vehicle speed movement standard deviation VPSD is calculated from the history information of the vehicle speed VP.
Next, in step S03, the AP opening moving average value APAVE is calculated from the history information of the accelerator opening AP.

Next, in step S04, processing of control target estimation and operation stability estimation described later is executed.
Next, in step S05, an operation determination process described later is executed, and the process proceeds to the end.

Hereinafter, the control target estimation and operation stability estimation processing in step S04 described above will be described.
First, for example, in step S11 shown in FIG. 5, a third accelerator opening range (APFL to APFH) obtained by adding or subtracting a third predetermined value DAPF corresponding to the driving force maintenance mode to the AP opening moving average value APAVE is set. Set.
Next, in step S12, a second accelerator opening range (APVL to APVH) obtained by adding or subtracting a second predetermined value DAPV corresponding to the vehicle speed maintenance mode to the AP opening moving average value APAVE is set.
Next, in step S13, a first accelerator opening range (APDL to APDH) obtained by adding or subtracting a first predetermined value DAPD corresponding to the inter-vehicle distance maintaining mode to the AP opening moving average value APAVE is set.

Next, in step S14, it is determined whether or not the vehicle speed VP is within a predetermined stable vehicle speed range (stability estimation determination execution lower limit vehicle speed VPSTBL to stability estimation determination execution upper limit vehicle speed VPSTBH).
If this determination is “YES”, the flow proceeds to step S 18 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S15.

In step S15, a predetermined maintenance control execution delay time TSTB1 is set to the timer value tSTB1 of the maintenance control execution delay time timer, which is a subtraction timer, and subtraction is started.
Next, in step S16, the operation mode OPMODE indicating the travel control state of the hybrid vehicle 1 is set to “0” indicating a state in which various maintenance modes are not executed, that is, a state without maintenance control.
Next, in step S17, "0" is set to the flag value of the stability determination flag F_STB of the accelerator opening AP, and the process proceeds to return.

Moreover, in step S18, it is determined whether the brake operation which stops driving | running | working of the hybrid vehicle 1 is performed.
If this determination is “YES”, the flow proceeds to step S15 described above.
On the other hand, if this determination is “NO”, the flow proceeds to step S 19.

Next, in step S19, it is determined whether or not the accelerator opening AP is less than the stability estimation determination execution lower limit AP opening APLJUD.
If this determination is “YES”, the flow proceeds to step S15 described above.
On the other hand, if this determination is “NO”, the flow proceeds to step S20.

Next, in step S20, it is determined whether the inter-vehicle distance movement standard deviation DSD is less than a predetermined inter-vehicle distance maintenance priority determination inter-vehicle distance movement standard deviation DSDJUD.
If this determination is “NO”, the flow proceeds to step S 28 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S21.

In step S21, it is determined whether or not the accelerator opening AP is included in the first accelerator opening range (APDL to APDH).
If this determination is “YES”, the flow proceeds to step S 24 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S22.

In step S22, it is determined whether or not the flag value of the stability determination flag F_STB of the accelerator pedal opening AP is “1”.
If this determination is “NO”, the flow proceeds to step S 15 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S23.
In step S23, it is determined whether or not the timer value tSTB2 of the maintenance control release delay time timer that is a subtraction timer is zero.
If this determination is “NO”, the flow proceeds to return.
On the other hand, if this determination is “YES”, the flow proceeds to step S 15 described above.

In step S24, it is determined whether or not the timer value tSTB1 of the maintenance control execution delay time timer that is a subtraction timer is zero.
If this determination is “NO”, the flow proceeds to step S 15 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S25.

In step S25, a predetermined maintenance control cancellation delay time TSTB2 is set to the timer value tSTB2 of the maintenance control cancellation delay time timer, which is a subtraction timer, and subtraction is started.
Next, in step S26, the operation mode OPMODE indicating the travel control state of the hybrid vehicle 1 is set to “3” indicating the state in which the inter-vehicle distance maintenance mode is executed, that is, the inter-vehicle maintenance state.
Next, in step S27, "1" is set to the flag value of the stability determination flag F_STB of the accelerator opening AP, and the process proceeds to return.

In step S28, it is determined whether the vehicle speed movement standard deviation VPSD is less than a predetermined vehicle speed maintenance priority determination movement standard deviation VPSDJUD.
If this determination is “NO”, the flow proceeds to step S 34 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S29.

In step S29, it is determined whether or not the accelerator pedal opening AP is included in the second accelerator pedal opening range (APVL to APVH).
If this determination is “NO”, the flow proceeds to step S 39 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S30.

In step S30, it is determined whether or not the timer value tSTB1 of the maintenance control execution delay time timer that is a subtraction timer is zero.
If this determination is “NO”, the flow proceeds to step S 41 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S31.

In step S31, a predetermined maintenance control cancellation delay time TSTB2 is set to the timer value tSTB2 of the maintenance control cancellation delay time timer, which is a subtraction timer, and subtraction is started.
Next, in step S32, the operation mode OPMODE indicating the travel control state of the hybrid vehicle 1 is set to “2” indicating the state in which the vehicle speed maintenance mode is executed, that is, the state of maintaining the vehicle speed.
Next, in step S33, the flag value of the stability determination flag F_STB of the accelerator opening AP is set to “1”, and the process proceeds to return.

In step S34, it is determined whether or not the accelerator opening AP is included in the third accelerator opening range (APFL to APFH).
If this determination is “NO”, the flow proceeds to step S 39 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S35.

In step S35, it is determined whether or not the timer value tSTB1 of the maintenance control execution delay time timer that is a subtraction timer is zero.
If this determination is “NO”, the flow proceeds to step S 41 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S36.

In step S36, a predetermined maintenance control cancellation delay time TSTB2 is set to the timer value tSTB2 of the maintenance control cancellation delay time timer, which is a subtraction timer, and subtraction is started.
Next, in step S37, the operation mode OPMODE indicating the travel control state of the hybrid vehicle 1 is set to “1” indicating the state in which the driving force maintenance mode is executed, that is, the state in which the driving force is maintained.
Next, in step S38, the flag value of the stability determination flag F_STB of the accelerator opening AP is set to “1”, and the process proceeds to return.

In step S39, it is determined whether or not the flag value of the stability determination flag F_STB of the accelerator pedal opening AP is “1”.
If this determination is “NO”, the flow proceeds to step S 41 described later.
On the other hand, if the determination is “YES”, the flow proceeds to step S40.
In step S40, it is determined whether or not the timer value tSTB2 of the maintenance control release delay time timer that is a subtraction timer is zero.
If this determination is “NO”, the flow proceeds to return.
On the other hand, if the determination is “YES”, the flow proceeds to step S41.

In step S41, a predetermined maintenance control execution delay time TSTB1 is set to the timer value tSTB1 of the maintenance control execution delay time timer, which is a subtraction timer, and subtraction is started.
Next, in step S42, the operation mode OPMODE indicating the travel control state of the hybrid vehicle 1 is set to “0” indicating a state in which various maintenance modes are not performed, that is, a state without maintenance control.
Next, in step S43, the flag value of the stability determination flag F_STB of the accelerator opening AP is set to “0”, and the process proceeds to return.

For example, Table 1 below shows that the accelerator is opened for each maintenance mode including the driving force maintenance mode, the vehicle speed maintenance mode, and the inter-vehicle distance maintenance mode, and the state without maintenance control including the acceleration request and the deceleration request. An example of the time change of the degree AP, the vehicle speed VP, and the inter-vehicle distance D, the magnitude of the stability of the traveling state, the traveling state, and the contents of the control operation are shown.
In addition, the driving force dead zone of the accelerator opening AP is each first to third accelerator opening range in which the execution of each maintenance mode is permitted.

  Further, for example, FIG. 6 shows an example of the correspondence relationship between the inter-vehicle distance movement standard deviation DSD and the vehicle speed movement standard deviation VPSD, the vehicle speed maintenance mode, and the inter-vehicle distance maintenance mode, with respect to the determination processing at step S20 and step S28 described above. Indicated.

Hereinafter, the operation determination process in step S05 described above will be described.
First, for example, in step S51 shown in FIG. 7, it is determined whether or not the position of the shift operation is the reverse R position.
If this determination is “NO”, the flow proceeds to step S 60 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S52.

In step S52, the required driving force (reverse side) FREQR is calculated by map search of a predetermined map corresponding to the vehicle speed VP and the accelerator pedal opening AP.
This predetermined map is a map showing the correspondence between the vehicle speed VP and the accelerator pedal opening AP and the required driving force (reverse drive side) FREQR, and is created in advance.

Next, in step S53, a required drive output PREQ is calculated based on the vehicle speed VP and the required drive force (reverse drive side) FREQR.
Next, in step S54, the EV mode allowable upper limit drive output PREQLMT is calculated by table search of a predetermined table corresponding to the remaining capacity SOC of the battery 16.
This predetermined table is a table showing the correspondence between the remaining capacity SOC of the battery 16 and the allowable upper limit drive output PREQLMT, and is created in advance.
The EV mode allowable upper limit drive output PREQLMT is an upper limit value of the drive output when the traveling motor 13 is driven only by the output of the battery 16, and is a value depending on the remaining capacity SOC of the battery 16.

Next, in step S55, it is determined whether the required drive output PREQ is larger than the allowable upper limit drive output PREQLMT.
If this determination is “YES”, the flow proceeds to step S56.
On the other hand, if this determination is “NO”, the flow proceeds to step S 57 described later.
In step S56, the output follow-up operation at the time of reverse travel is set as the operation point of the internal combustion engine 11, and the process proceeds to return.

In step S57, it is determined whether the temperature of the cooling water (engine water temperature) TW of the internal combustion engine 11 is higher than a predetermined EV running & idle stop execution lower limit water temperature TWEV.
If this determination is “NO”, the flow proceeds to step S 56 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S58.
The predetermined EV travel & idle stop execution lower limit water temperature TWEV is a lower limit value of the engine water temperature TW that permits execution of EV travel and idle stop by driving the travel motor 13 only by the output of the battery 16.

In step S58, it is determined whether or not the temperature (CAT temperature) of the exhaust gas purifying catalyst is higher than a predetermined EV running & idle stop execution lower limit catalyst temperature TCATEV.
If this determination is “NO”, the flow proceeds to step S 56 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S59.
The predetermined EV travel & idle stop execution lower limit catalyst temperature TCATEV is a temperature of the catalyst (CAT temperature) that permits execution of EV travel that travels by driving the travel motor 13 only by the output of the battery 16 and idle stop. This is the lower limit.

  In step S59, the operation mode of the reverse drive is set to stop the operation of the internal combustion engine 11, set the EV travel to travel by driving the travel motor 13 only by the output of the battery 16, and proceed to return.

In step S60, it is determined whether or not the shift operation position is the parking P position or the neutral N position.
If this determination is “NO”, the flow proceeds to step S 66 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S61.

In step S61, it is determined whether or not the remaining capacity SOC of the battery 16 is higher than a predetermined idle stop execution lower limit SOCIDLE.
If this determination is “NO”, the flow proceeds to step S62.
On the other hand, if this determination is “YES”, the flow proceeds to step S 63 described later.
The predetermined idle stop execution lower limit SOCCIDLE is a lower limit value of the remaining capacity SOC of the battery 16 that permits execution of idle stop.
In step S62, the idling operation of the internal combustion engine 11 is set as the operation mode of the internal combustion engine 11, and the process proceeds to return.

In step S63, it is determined whether or not the temperature of the cooling water (engine water temperature) TW of the internal combustion engine 11 is higher than a predetermined EV running & idle stop execution lower limit water temperature TWEV.
If this determination is “NO”, the flow proceeds to step S 62 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S64.

In step S64, it is determined whether or not the temperature of the exhaust gas purifying catalyst (CAT temperature) is higher than a predetermined EV running & idle stop execution lower limit catalyst temperature TCATEV.
If this determination is “NO”, the flow proceeds to step S 62 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S65.
In step S65, the operation mode of the internal combustion engine 11 is set to idle stop of the internal combustion engine 11, and the process proceeds to return.

Moreover, in step S66, it is determined whether the brake operation which stops driving | running | working of the hybrid vehicle 1 is performed.
If this determination is “NO”, the flow proceeds to step S 68 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S 67.
In step S67, it is determined whether or not the vehicle speed VP is zero.
If this determination is “YES”, the flow proceeds to step S 61 described above.
On the other hand, if this determination is “NO”, the flow proceeds to step S 68.

In step S68, the required driving force (forward movement side) FREQF is calculated by map search of a predetermined map corresponding to the vehicle speed VP and the accelerator pedal opening AP.
This predetermined map is a map showing the correspondence between the vehicle speed VP and the accelerator pedal opening AP and the required driving force (forward side) FREQF, and is created in advance.

Next, in step S69, a required driving output PREQ is calculated based on the vehicle speed VP and the required driving force (forward movement side) FREQF.
Next, in step S70, it is determined whether or not the required driving force (forward movement side) FREQF is negative.
If this determination is “YES”, the flow proceeds to step S 71, and in this step S 71, the operation of the internal combustion engine 11 is stopped and the regenerative braking of the traveling motor 13 is generated as the operation mode at the time of forward movement. The regeneration for charging the battery 16 by the regenerative power is set, and the process proceeds to return.
On the other hand, if this determination is “NO”, the flow proceeds to step S 72.

In step S72, the EV mode allowable upper limit drive output PREQLMT is calculated by table search of a predetermined table corresponding to the remaining capacity SOC of the battery 16.
Next, in step S73, it is determined whether the required drive output PREQ is larger than the allowable upper limit drive output PREQLMT.
If the determination result is “YES”, the process proceeds to step S74. In this step S74, a power generation operation determination process described later is executed, and after determining the power generation operation, the process proceeds to return.
On the other hand, if this determination is “NO”, the flow proceeds to step S75.

In step S75, it is determined whether the temperature of the cooling water (engine water temperature) TW of the internal combustion engine 11 is higher than a predetermined EV running & idle stop execution lower limit water temperature TWEV.
If this determination is “NO”, the flow proceeds to step S 74 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S76.

In step S76, it is determined whether or not the temperature (CAT temperature) of the exhaust gas purifying catalyst is higher than a predetermined EV running & idle stop execution lower limit catalyst temperature TCATEV.
If this determination is “NO”, the flow proceeds to step S 74 described above.
On the other hand, if this determination is “YES”, the flow proceeds to step S77.
Then, in step S77, as the operation mode at the time of forward movement, the operation of the internal combustion engine 11 is stopped, EV traveling that travels by driving the traveling motor 13 only by the output of the battery 16 is set, and the process proceeds to return.

Hereinafter, the power generation operation determination process in step S74 described above will be described.
First, for example, in step S81 shown in FIG. 8, it is determined whether or not the remaining capacity SOC of the battery 16 is less than the forced charging execution remaining capacity SOCCHG.
If this determination is “YES”, the flow proceeds to step S82.
On the other hand, if this determination is “NO”, the flow proceeds to step S83.
The forced charge remaining capacity SOCCHG is an upper limit value of the remaining capacity SOC of the battery 16 that is required to forcibly charge the battery 16 with the generated power of the power generation motor 12.
In step S82, as the operation mode of the internal combustion engine 11, a continuous fixed point operation that maximizes the output of the internal combustion engine 11 is set, and the process proceeds to return.

Further, in step S83, it is determined whether or not the flag value of the stability determination flag F_STB of the accelerator opening AP is “1”.
If this determination is “YES”, the flow proceeds to step S 85 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S84.
In step S84, the operation mode of the internal combustion engine 11 is set to continuous or intermittent fixed point operation with the best BSFC (Brake Specific Fuel Consumption), and the process proceeds to return.
In the intermittent fixed point operation, for example, the operation of the internal combustion engine 11 that optimizes the BSFC (Brake Specific Fuel Consumption) (that is, the charging of the battery 16 by the power generated by the power generation motor 12), EV traveling (that is, discharging of the battery 16) that drives the traveling motor 13 only by the output of the battery 16 is executed alternately.

In step S85, it is determined whether or not “1” is set in the operation mode OPMODE.
When the determination result is “YES”, that is, when the driving force maintaining mode is being executed, the process proceeds to step S86, and in this step S86, the output follow-up operation is set as the operation mode of the internal combustion engine 11. Then proceed to return.
On the other hand, if this determination is “NO”, the flow proceeds to step S 87.

In step S87, it is determined whether or not “2” is set in the operation mode OPMODE.
If this determination is “YES”, that is, if the vehicle speed maintenance mode is to be executed, the process proceeds to step S86 described above.
On the other hand, if this determination is “NO”, that is, if the vehicle distance maintenance mode is being executed, the flow proceeds to step S 84 described above.

  As described above, according to the vehicle travel control apparatus 10 and the vehicle travel control method according to the present embodiment, the movement standard for each vehicle speed VP and each inter-vehicle distance D calculated from the history information of the different travel states for each driver. Since the maintenance mode is selected and the operating point is derived in accordance with the deviations (for example, the vehicle speed movement standard deviation VPSD and the inter-vehicle distance movement standard deviation DSD), the driving intention of the driver is appropriately set for the driving control of the hybrid vehicle 1. Driving efficiency can be improved while reflecting.

  Further, during a series operation (running with the power of the internal combustion engine 11 and driving with the power of the traveling motor 13) executed in a traveling state such as cruise traveling, the driver maintains the vehicle speed or keeps the accelerator opening constant (that is, driving force). If the vehicle speed VP and the required driving force are relatively stable, the output tracking of the internal combustion engine 11 that causes the output of the power generation motor 12 to track the required output is performed. Even during operation, the amount of EGR (exhaust gas recirculation) introduced into the internal combustion engine 11 does not change abruptly, so that stable high-efficiency operation can be maintained and unnecessary input / output loss occurs in the battery 16. Can be prevented.

On the other hand, when the driver intends to maintain the inter-vehicle distance, the vehicle speed VP and the required driving force also fluctuate relatively. For example, in the output following operation of the internal combustion engine 11, (Circulation) The amount of introduction becomes unstable, causing a problem that the operating efficiency of the internal combustion engine 11 is lowered.
In contrast to the occurrence of such a problem, in the present invention, when the driver intends to maintain the inter-vehicle distance, the output follow-up operation of the internal combustion engine 11 is stopped, and the BSFC (net Switch to fixed-point operation (for example, intermittent operation with EV traveling) based on the operation at the operation point where the Brake Specific Fuel Consumption is the best.
Thereby, even if the vehicle speed VP or the driving force changes, the internal combustion engine 11 that drives the power generation motor 12 is operated in a stable state, and therefore, it is possible to maintain a highly efficient operation.

Further, whether or not to select each maintenance mode based on each inter-vehicle distance D, vehicle speed VP, stability of driving force, and accelerator opening AP related to each accelerator opening range corresponding to each maintenance mode. Since the determination is performed, appropriate selection of each maintenance mode and operating point can be performed with high accuracy.
Further, when the accelerator opening AP is larger than the predetermined stability estimation judgment execution lower limit AP opening APLJUD, the frequency of selecting each maintenance mode with a small change amount of the accelerator opening AP can be increased, which contributes to the improvement of fuel consumption. can do.

  Further, since it is possible to clearly determine whether the driving operation that causes the change in the accelerator pedal opening AP is caused by the driving force maintenance, the vehicle speed maintenance, or the inter-vehicle distance maintenance, the driver's driving intention can be determined. Since it is possible to accurately grasp and to clearly determine the operation target of the driver, it is possible to improve the selection accuracy of the more appropriate operation mode for the control according to the simple inter-vehicle distance. .

Furthermore, since it is determined which maintenance mode is selected when the vehicle speed VP is within a predetermined stable vehicle speed range and the brake operation is not executed, the determination accuracy can be improved.
Furthermore, by using maintenance control execution delay time TSTB1 and maintenance control cancellation delay time TSTB2, it is possible to prevent frequent switching between selection and cancellation of the maintenance mode.

  In the power generation operation determination process in the above-described embodiment, the operation mode of the internal combustion engine 11 is set according to the operation mode OPMODE. However, the present invention is not limited to this, for example, as in the modification shown in FIG. The operation mode of the internal combustion engine 11 may be set according to whether or not cruise control such as vehicle speed maintenance or inter-vehicle distance maintenance is performed.

First, for example, in step S91 shown in FIG. 9, it is determined whether or not the remaining capacity SOC of the battery 16 is less than the forcible charging execution remaining capacity SOCCHG.
If this determination is “YES”, the flow proceeds to step S92.
On the other hand, if this determination is “NO”, the flow proceeds to step S93.
In step S92, as the operation mode of the internal combustion engine 11, continuous fixed point operation that maximizes the output of the internal combustion engine 11 is set, and the process proceeds to return.

In step S93, it is determined whether cruise control is being executed.
If this determination is “YES”, the flow proceeds to step S 95 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S 94.
In step S94, the output follow-up operation is set as the operation mode of the internal combustion engine 11, and the process proceeds to return.

In step S95, it is determined whether or not the accelerator opening AP is larger than a predetermined accelerator opening APCCL.
If this determination is “YES”, the flow proceeds to step S 94 described above.
On the other hand, if this determination is “NO”, the flow proceeds to step S 96.
The predetermined accelerator opening APCCL is, for example, a lower limit value of the accelerator opening AP that allows continuation of execution of cruise control.

In step S96, it is determined whether or not priority is given to maintaining the inter-vehicle distance in cruise control.
If this determination is “NO”, the flow proceeds to step S 94 described above.
On the other hand, if the determination is “YES”, the flow proceeds to step S97.
In step S97, the operation mode of the internal combustion engine 11 is set to continuous or intermittent fixed-point operation with the best BSFC (Brake Specific Fuel Consumption), and the process proceeds to return.

In the above-described embodiment, the traveling motor 13 may be connected to either the front wheel or the rear wheel.
In the above-described embodiment, the traveling motor 13 may include two traveling motors 13, that is, the traveling motor 13 coupled to the front wheels and the traveling motor 13 coupled to the rear wheels.
Moreover, in embodiment mentioned above, the hybrid vehicle 1 is not limited to a series type, For example, the hybrid vehicle 1 which has a function of both a series type and a parallel type may be sufficient.

  In the embodiment described above, the processing related to the millimeter wave radar 37 and the inter-vehicle distance may be omitted.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Vehicle travel control apparatus 11 Internal combustion engine 12 Electric power generation motor (electric power generation means)
13 Traveling motor 14 PDU (power generation means)
15 PDU
16 Battery 31 FIECU (control means)
32 GENECU
33 MOTECU
34 IHCCUCU
35 BRAKEECU
36 MG / BATECU (storage means, control means)
37 Millimeter wave radar (traveling state detection means)
41 Accelerator pedal opening sensor (running state detection means)
42 Vehicle speed sensor (running state detection means)

Claims (10)

Power generation means for generating power by the power of the internal combustion engine;
A travel motor that generates a travel driving force by at least the power generated by the power generation means ;
Traveling state detection means for detecting a traveling state of a vehicle traveling by the traveling driving force of the traveling motor ;
Storage means for storing history information of the running state detected by the running state detecting means;
Control means for controlling the internal combustion engine at an operating point according to the history information,
The running state detecting means, as said running state, at least, detected the accelerator opening, the vehicle speed, and a distance to the preceding vehicle of the said vehicle vehicle,
The control means calculates a moving standard deviation for each vehicle speed and the inter-vehicle distance from the history information, and based on the moving standard deviation, at least a vehicle speed maintaining mode, an inter-vehicle distance maintaining mode, and the traveling driving force the internal combustion in the required output corresponding to the driving force maintenance mode and, either maintaining mode determines whether to select a fixed point operation or the accelerator opening as the operating point from the maintenance mode by the results of the determination of the relative Derived output follow-up operation to follow the engine output ,
The control means sets the driving point as the output follow-up operation when the vehicle speed maintenance mode or the driving force maintenance mode is selected, and sets the driving point as the fixed point when the inter-vehicle distance maintenance mode is selected. Driving
A vehicular travel control device. The control means includes
Selecting the headway distance maintenance mode when the moving standard deviation of the headway distance is the accelerator opening when less than the predetermined vehicle distance standard deviation determination value is included in the first accelerator opening range according to the inter-vehicle distance Select
Second accelerator opening the accelerator opening when the moving standard deviation of the moving standard deviation of the headway distance is the inter-vehicle distance standard deviation judgment value or more and the vehicle speed is less than a predetermined vehicle speed standard deviation judgment value corresponding to the vehicle speed the vehicle speed maintaining mode select when to be included within the scope,
Third accelerator opening of the accelerator opening when the moving standard deviation of the moving standard deviation of the headway distance is the inter-vehicle distance standard deviation judgment value or more and the vehicle speed is greater than the vehicle speed standard deviation judgment value corresponding to the driving force Selecting the driving force maintenance mode when included in the degree range ,
The vehicular travel control apparatus according to claim 1 . The control means sets the first accelerator opening range to a range obtained by adding or subtracting a first predetermined value corresponding to the inter-vehicle distance maintenance mode to the moving average of the accelerator opening .
The vehicular travel control apparatus according to claim 2 . The control means sets the second accelerator opening range to a range obtained by adding or subtracting a second predetermined value corresponding to the vehicle speed maintenance mode to the moving average of the accelerator opening .
The vehicle travel control device according to claim 2 or claim 3 , wherein The control means sets the third accelerator opening range as a range obtained by adding or subtracting a third predetermined value corresponding to the driving force maintenance mode to the moving average of the accelerator opening .
The vehicular travel control apparatus according to any one of claims 2 to 4 , wherein the vehicular travel control apparatus is characterized. The control means, the accelerator opening degree according to the any one of claims 1 to 5, characterized in that determining whether to select any maintenance mode when greater than the predetermined lower limit threshold Vehicle travel control device. Said control means, according to claim wherein the vehicle speed and judging whether to select the one maintained mode when not running brake operation to stop the running of predetermined stable speed range and the vehicle 6 The vehicle travel control device according to claim 1. Said control means of claims 1 to 7, characterized in that selecting the maintenance mode when the mobile first predetermined time from when enable selecting the maintaining mode in response to the standard deviation continued The vehicle travel control device according to any one of the above. The control unit cancels the selection of the maintenance mode when the second predetermined time continues without being able to select the maintenance mode according to the moving standard deviation. The vehicle travel control device according to any one of 8 . As a running state of the vehicle that generates power by the power of the internal combustion engine and generates at least the driving force by the generated power , and at least the accelerator opening, the vehicle speed , and the inter-vehicle distance between the vehicle and the preceding vehicle of the vehicle , Detect and
Store the history information of the detected running state,
When controlling the internal combustion engine at an operating point corresponding to the history information, a movement standard deviation is calculated for each vehicle speed and each inter-vehicle distance from the history information, and at least a vehicle speed maintenance is performed based on the movement standard deviation. mode and determines the inter-vehicle distance maintenance mode, the driving force maintaining mode for the travel driving force, or to select any maintenance mode of the fixed point operation as the operating point from the maintaining mode by the results of the determination Alternatively, an output following operation for causing the output of the internal combustion engine to follow the required output corresponding to the accelerator opening is derived ,
When the vehicle speed maintenance mode or the driving force maintenance mode is selected, the driving point is the output following operation, and when the inter-vehicle distance maintenance mode is selected, the driving point is the fixed point operation.
A vehicle running control method characterized by the above.

Images