JP4337772B2 - Constant speed travel control device for hybrid vehicle - Google Patents

Description

  The present invention belongs to the technical field of a constant speed travel control device for a hybrid vehicle that includes an engine and a motor as a drive source and constant speed travel control means for performing constant speed travel control based on a driver's switch operation.

Conventional cruise control device (ASCD: Auto Speed Control Device) is a traveling at the vehicle speed of the own vehicle is lower limit vehicle speed or more and, when the operation of the ASCD switch by the driver is divided rows in principle switch The vehicle speed during operation is maintained, but when an obstacle such as a preceding vehicle is detected during this constant speed running control, constant inter-vehicle distance control is applied based on the distance between the vehicle and the obstacle, the relative vehicle speed, etc. Thus, safety is ensured (see, for example, Patent Document 1, Patent Document 2, and Patent Document 3).
JP-A-6-119599 Japanese Patent No. 3229215 JP 7-200999 A

  However, when the conventional constant speed travel control device is applied to a hybrid vehicle equipped with an engine and a motor, the motor torque distribution and the engine torque distribution relative to the total required torque are When the engine is warmed up, there is a problem that the engine friction is high and the fuel consumption performance is lowered because the engine is not warmed up.

  The present invention has been made paying attention to the above-mentioned problem, and when shifting to constant speed running control before engine warm-up, the motor is preferentially used to improve the fuel efficiency while achieving the total required torque. An object of the present invention is to provide a constant speed travel control device for a hybrid vehicle.

In order to achieve the above object, in the present invention, in a constant speed travel control device for a hybrid vehicle, which includes an engine and a motor as a drive source, and constant speed travel control means for performing constant speed travel control based on a driver's switch operation. ,
An engine warm-up condition detection means for grasping the engine warm-up condition is provided,
The constant speed running control means increases the engine torque distribution with respect to the total required torque more than the motor torque distribution before the engine warms up and before shifting to the constant speed running control, and performs the constant speed running control before the engine warms up. When shifting, the motor torque distribution with respect to the total required torque is made larger than the engine torque distribution, and the engine torque distribution is set to a value capable of maintaining the engine rotation .

  Therefore, in the constant speed traveling control device for a hybrid vehicle of the present invention, when the constant speed traveling control means shifts to the constant speed traveling control before engine warm-up, the motor torque distribution with respect to the total required torque is the engine torque distribution. Will be allocated more than. In other words, the hybrid vehicle uses the total torque of the motor torque and the engine torque to cover the total required torque. Therefore, the fuel consumption is reduced by suppressing the torque requirement for the engine with high friction before warm-up. it can. Then, the total required torque is achieved by increasing the motor torque distribution by the amount that the engine torque distribution has decreased. As a result, when shifting to the constant speed running control before the engine warms up, the motor is prioritized to improve the fuel efficiency while achieving the total required torque.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the best mode for carrying out a constant speed traveling control device for a hybrid vehicle of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a constant speed traveling control apparatus according to a first embodiment applied to a hybrid vehicle in which left and right front wheels are driven by an engine and a motor.
As shown in FIG. 1, the constant speed traveling control device of the first embodiment includes a CPU 101, a GPS 201, a vehicle speed sensor 202, a brake sensor 203, a shift sensor 204, an ASCD switch 205, a gap sensor 206, an air A conditioner switch 207 (vehicle interior heating request detection means), an engine cooling water temperature sensor 208 (engine warm-up condition detection means), an engine 301, an inverter 302, a drive motor 303, a battery 304, a transmission 305, It has.

During the ASCD control, the CPU 101 basically maintains the vehicle speed when the ASCD switch is ON when the vehicle speed detection value from the vehicle speed sensor 202 is equal to or higher than the lower limit vehicle speed and the input value of the ASCD switch 205 is ON. As described above, with reference to the detection value of the shift sensor 204, an output torque command is transmitted to each of the engine 301 and the drive motor 303, and the torque is output to the drive wheels via the transmission 305.
At that time, the CPU 101 monitors the states of the engine 301, the inverter 302, the drive motor 303, the battery 304, and the transmission 305, and restricts the use of the ASCD control unit when an abnormality such as a temperature rise occurs or when the battery SOC decreases. I also do it.
If any of the following three conditions is met,
-When the detection value from the vehicle speed sensor 202 is below a certain value-When the brake sensor 203 is ON (brake ON)-When the ASCD switch 205 is OFF (ASCD function OFF) The ASCD function is canceled The

The GPS 201 collects terrain information around the vehicle and transmits the information to the CPU 101. The vehicle speed sensor 202 detects the vehicle speed and transmits the information to the CPU 101.
The brake sensor 203 detects that the driver has stepped on the brake pedal as a braking command, and transmits the information to the CPU 101.
The shift sensor 204 detects shift position information set by the driver and transmits the information to the CPU 101.
The ASCD switch 205 is a switch used when the driver issues an ASCD function application / cancellation command, and transmits a switch signal to the CPU 101.
The gap sensor 206 detects a relative distance between an obstacle including a moving object such as a preceding vehicle and the host vehicle, and transmits the information to the CPU 101.
The air conditioner switch 207 is a switch that is used when a driver requests a vehicle interior temperature adjustment, and is capable of temperature setting and air volume setting. In the first embodiment, it is positioned as a logic trigger for setting torque distribution between the engine 301 and the drive motor 303 in accordance with the presence or absence of a heating request in a situation where the detected water temperature value from the engine cooling water temperature sensor 208 is low. is there.
The engine cooling water temperature sensor 208 is a sensor used for grasping the warm-up state of the engine 301.

  The engine 301 outputs torque to drive wheels (left and right front wheels) via the transmission 305 in response to a torque command from the CPU 101.

The inverter 302, so as to torque output according to the torque command from the CPU 101, converts electrical energy from the battery 304 (DC) into electrical energy (ac), supplied to the driving motor 303. When the driving motor 303 performs regenerative braking, the electric energy (alternating current) is converted into electric energy (direct current) so that the electric energy (alternating current) generated by the regeneration is returned (charged) to the battery 304.

  The drive motor 303 outputs torque to drive wheels via the transmission 305 in accordance with the electric energy (alternating current) supplied from the inverter 302. Further, during regenerative braking, the regenerative braking energy of the drive wheels is received via the transmission 305, converted into electric energy (alternating current), and the electric energy (direct current) is returned to the battery 304 via the inverter 302.

  The battery 304 supplies electric energy (direct current) to the inverter 302 in response to a torque command to the drive motor 303 received by the inverter 302 from the CPU 101. Further, during regenerative braking, electric energy (direct current) is received from the inverter 302.

  The transmission 305 receives torque generated by the engine 301 and the drive motor 303 and supplies it to the drive wheels.

Next, the operation will be described.
[Constant speed running control processing]
FIG. 2 is a flowchart showing the flow of the constant speed traveling control process executed by the CPU 101 of the first embodiment. Each step will be described below (constant speed traveling control means).

  In step S1, it is determined whether or not the engine has been warmed up because the detected water temperature value from the engine coolant temperature sensor 208 has not reached the warm-up completion temperature (see FIG. 3). If yes, the process proceeds to step S3. If No, the process proceeds to step S2.

  In step S2, following the determination that engine warm-up has been completed in step S1, the routine proceeds to normal control that travels according to the accelerator operation, the brake operation, or the like.

  In step S3, following the determination that the engine is not warmed up in step S1, it is determined whether the ASCD switch 205 is ON, that is, whether or not constant speed running control is being performed. If Yes, the process proceeds to step S4. If No, the process returns to Step S1.

In step S4, following the determination that constant speed running control is being performed in step S3, based on the water temperature-torque distribution map of FIG. 3, torque distribution to the engine 301 and torque to the drive motor 303 with respect to the total torque request. The distribution is set and the process proceeds to step S5.
Here, the torque distribution to the engine 301 and the torque distribution to the drive motor 303 with respect to the total torque request are as shown in the water temperature-torque distribution map of FIG. Until the completion temperature is reached, the engine torque distribution is maintained for idle rotation (for example, about 20% of the total required torque), and when the warm-up completion temperature is reached, the engine torque distribution after the completion of warm-up (for example, 50% of the total required torque) ). In the first embodiment, for the sake of convenience, it is assumed that “the total required torque is always constant” and “the engine-motor torque distribution after completion of warm-up is 50%: 50%”.

  In step S5, following the engine-motor torque distribution setting in step S4, it is determined whether or not the air conditioner switch 207 is ON (the vehicle interior heating is requested). If No, the process returns to step S1, and Yes. In this case, the process proceeds to step S6.

  In step S6, following the determination that there is a vehicle interior heating request in step S5, cancel this control to keep the engine torque distribution low before engine warm-up, and increase engine torque distribution until engine warm-up is complete. Return to step S1. For example, the engine torque distribution is set to 100% and the motor torque distribution is set to 0% with respect to the total required torque.

[Constant speed running control action]
In the constant speed traveling control of the first embodiment, when the vehicle interior heating request is not issued when the engine speed is shifted to the constant speed traveling control before the engine is warmed up, step S1 → step S3 → step S4 → The flow to advance to step S5 is repeated, and in step S4, the engine torque distribution is set to the idle rotation maintaining amount until the water temperature detection value from the engine cooling water temperature sensor 208 reaches the warm-up completion temperature, and when the warm-up completion temperature is reached, the warm-up is completed. The engine torque is distributed later. When the engine warm-up is completed, the process proceeds from step S1 to step S2 in the flowchart of FIG. 2, and in step S2, the process shifts to normal control.

  That is, as shown in Example 1 of FIG. 4, when the engine 301 is started at the time t0 and started from the time t1, the total required torque is calculated based on the accelerator opening, etc. at the time t1, and from the time t1. Until time t2, the engine torque distribution is set to 100% and the motor torque distribution is set to 0%, and all the total required torque is shared by the torque distribution to the engine 301. As a result, the engine friction is greatly reduced, and the engine coolant temperature starts to rise.

When the ASCD switch 205 is turned on at time t2 and constant speed running control is started, the engine torque distribution is 20-30% and the motor torque distribution is 80-70% from time t2 to time t5. Only the idle maintenance amount is shared by torque distribution to the engine 301, and most of the total required torque is shared by torque distribution to the drive motor 303.
In this way, when shifting to constant speed running control before engine warm-up, the motor torque distribution for the total required torque is distributed more than engine torque distribution, so the engine with high friction before warm-up By suppressing the torque demand for 301, the fuel consumption can be reduced. Then, the total required torque is achieved by increasing the motor torque distribution by the amount that the engine torque distribution has decreased.
In addition, until the warm-up completion point (when the engine cooling water temperature reaches the engine warm-up completion temperature), the engine 301 is allocated torque for maintaining idle rotation, and the drive motor 303 is used with the highest priority. Therefore, the fuel consumption can be effectively reduced.

  At the time t5, when the engine warm-up completion point is reached, the engine friction is entered into a low region. In the low friction region after time t5, the normal torque with 50% engine torque distribution and 50% motor torque distribution is obtained. Return to allocation ratio. As a result, low friction is maintained as engine friction, and the engine coolant temperature is also maintained at a high value.

  In the constant speed traveling control of the first embodiment, when the vehicle interior heating request is made when the engine speed is shifted to the constant speed traveling control before the engine is warmed up, step S1 → step S3 → step S4 → The flow from step S5 to step S6 is repeated. In step S6, the above control for suppressing the engine torque distribution is canceled, and the engine torque distribution is, for example, 100% of the total required torque until the engine warm-up is completed. The engine torque distribution is increased such that the motor torque distribution is 0%. When the engine warm-up is completed, the process proceeds from step S1 to step S2 in the flowchart of FIG. 2, and in step S2, the process shifts to normal control.

  That is, as shown in Example 2 of FIG. 4, when the engine 301 is started at time t0 and started from time t1, the engine torque distribution is 100% and the motor torque distribution is from time t1 to time t2. When the ASCD switch 205 is turned on at time t2 and constant speed running control is started at time t2, the engine torque distribution is 20 to 30% from time t2 to time t3, and the motor torque distribution is It is set to 80-70%, and only the idle maintenance is shared by the torque distribution to the engine 301.

When the driver turns on the air conditioner switch 207 at time t3, the engine torque distribution is set to 100% and the motor torque distribution is set to 0% between time t3 and time t5, and the total required torque. Is allotted by distributing torque to the engine 301 .
As described above, when the vehicle interior heating request is issued during the transition to the constant speed running control before the engine warms up, the control for distributing the motor torque distribution to the total required torque more than the engine torque distribution is performed. Since the cancellation is performed and all or most of the total required torque is shared by the engine torque distribution, the vehicle interior heating performance can be maximized within a limited time.

  Then, when the engine warm-up completion point is reached at time t5, the engine friction distribution is entered into a low engine friction region. As described above, in the low friction region after time t5, the engine torque distribution is 50% and the motor torque distribution is 50%. The normal torque distribution ratio is restored.

Next, the effect will be described.
In the constant speed traveling control device for the hybrid vehicle of the first embodiment, the effects listed below can be obtained.

  (1) In a constant speed travel control device for a hybrid vehicle, which includes an engine 301 and a drive motor 303 as drive sources, and constant speed travel control means for performing constant speed travel control based on a driver's switch operation, An engine warm-up condition detection means for grasping the situation is provided, and when the constant speed running control means shifts to the constant speed running control before the engine warms up, the motor torque distribution for the total required torque is more distributed than the engine torque distribution. Therefore, when shifting to the constant speed traveling control before the engine warms up, the fuel efficiency can be improved while achieving the total required torque by prioritizing the motor.

  (2) The engine warm-up condition detecting means is an engine cooling water temperature sensor 208 that detects the temperature of engine cooling water, and the constant speed running control means is that the detected engine cooling water temperature is set to a temperature at which engine warm-up is completed. Until the engine is warmed up, the engine 301 is distributed to maintain the idle rotation, and when the engine warm-up completion temperature is reached, the engine torque is distributed after the warm-up is completed. By making the best use of the maximum, the fuel consumption can be effectively reduced in the engine 301 that is the torque distribution for maintaining the idle rotation.

  (3) An air conditioner switch 207 for detecting a passenger compartment heating request by the passenger is provided, and the constant-speed running control means determines that the engine torque until the engine warm-up is completed when the passenger is judged to have a passenger compartment heating request by the passenger. In order to increase the distribution, the vehicle interior heating performance can be maximized in response to the vehicle interior heating request within a limited time.

  The second embodiment is an example in which when the low friction region before the engine warm-up is completed, the required torque for the drive motor is gradually shifted to the engine side. In addition, since it is the same as that of FIG. 1 of Example 1 from a structure, illustration and description are abbreviate | omitted.

Next, the operation will be described.
[Constant speed running control processing]
FIG. 5 is a flowchart showing the flow of the constant speed traveling control process executed by the CPU 101 of the second embodiment. Each step will be described below (constant speed traveling control means).
Note that step S21, step S22, step S23, step S25, and step S26 are the same steps as step S1, step S2, step S3, step S5, and step S6 shown in FIG. .

In step S24, following the determination that constant speed traveling control is being performed in step S23, based on the water temperature-torque distribution map of FIG. 6, torque distribution to the engine 301 and torque to the drive motor 303 in response to the total torque request. The distribution is set and the process proceeds to step S25.
Here, the torque distribution to the engine 301 and the torque distribution to the drive motor 303 with respect to the total torque request are as shown in the water temperature-torque distribution map of FIG. Until the machine reaches a set temperature that is almost complete, the engine torque distribution is set to maintain the idle rotation (for example, about 20% of the total required torque), and the engine torque distribution after the warm-up is completed from the set temperature to the warm-up completion temperature. It is gradually increased to (for example, 50% of the total required torque). In the second embodiment as well, for the sake of convenience, “the total required torque is always constant” and “the engine-motor torque distribution after completion of warm-up is 50%: 50%” are described.

[Constant speed running control action]
In the constant speed traveling control of the second embodiment, when the vehicle interior heating request is not made when the engine speed is shifted to the constant speed traveling control before the engine is warmed up, step S21 → step S23 → step S24 → The flow proceeding to step S25 is repeated, and in step S24, the engine torque distribution is set as the idle rotation maintaining amount until the detected water temperature value from the engine coolant temperature sensor 208 reaches the set temperature, and the warm-up is performed from the set temperature to the warm-up completion temperature. The engine torque distribution after completion is gradually increased. When the engine warm-up is completed, the process proceeds from step S21 to step S22 in the flowchart of FIG. 5, and the process proceeds to normal control in step S22.

  That is, as shown in Example 3 of FIG. 7, when the engine 301 is started at the time t0 and started from the time t1, the total required torque is calculated based on the accelerator opening at the time t1, and from the time t1. Until time t2, the engine torque distribution is set to 100% and the motor torque distribution is set to 0%, and all the total required torque is shared by the torque distribution to the engine 301. As a result, the engine friction is greatly reduced, and the engine coolant temperature starts to rise.

When the ASCD switch 205 is turned on at time t2 and constant speed running control is started, the engine torque distribution is 20 to 30% and the motor torque distribution is 80 to 70% from time t2 to time t4. Only the idle maintenance amount is shared by torque distribution to the engine 301, and most of the total required torque is shared by torque distribution to the drive motor 303.
Thus, when shifting to constant speed running control before engine warm-up, the motor torque distribution for the total required torque is distributed more than the engine torque distribution. The fuel consumption can be effectively reduced while achieving the required torque.

From time t4 to time t5, the engine torque distribution is set to gradually increase from 20-30% to 50% as time elapses, and the motor torque distribution increases from 80-70% to 50% over time. Therefore, it is set to be gradually lowered.
As described above, in the low friction region of the engine 301, the engine torque distribution and the motor torque distribution are gradually changed to the torque distribution after completion of warm-up, thereby preventing a sense of incongruity due to a sudden change in the engine torque distribution and the motor torque distribution. In addition, the fuel efficiency improvement effect can be maintained.

  At the time t5, when the engine warm-up completion point is reached, the engine friction is entered into a low region. In the low friction region after time t5, normal torque with 50% engine torque distribution and 50% motor torque distribution is obtained. Return to allocation ratio. As a result, low friction is maintained as engine friction, and the engine coolant temperature is also maintained at a high value.

  In the constant speed traveling control of the second embodiment, when the vehicle interior heating request is made when the engine speed is shifted to the constant speed traveling control before the engine warms up, step S21 → step S23 → step S24 → The flow from step S25 to step S26 is repeated. In step S26, the above control for suppressing the engine torque distribution is canceled, and the engine torque distribution is, for example, 100% of the total required torque until the engine warm-up is completed. The engine torque distribution is distributed more than the motor torque distribution, such as 0% motor torque distribution. When the engine warm-up is completed, the process proceeds from step S21 to step S22 in the flowchart of FIG. 5, and the process proceeds to normal control in step S22.

  That is, as shown in Example 4 in FIG. 7, when the engine 301 is started at time t0 and started from time t1, the engine torque distribution is 100% and the motor torque distribution is from time t1 to time t2. When the ASCD switch 205 is turned on at time t2 and constant speed running control is started at time t2, the engine torque distribution is 20 to 30% from time t2 to time t3, and the motor torque distribution is It is set to 80-70%, and only the idle maintenance is shared by the torque distribution to the engine 301.

When the driver turns on the air conditioner switch 207 at time t3, the engine torque distribution is set to 100% and the motor torque distribution is set to 0% between time t3 and time t5, and the total required torque. Are all shared by distributing torque to the engine 3013.
As described above, when the vehicle interior heating request is issued during the transition to the constant speed running control before the engine warms up, the control for distributing the motor torque distribution to the total required torque more than the engine torque distribution is performed. Since the cancellation is performed and all or most of the total required torque is shared by the engine torque distribution, the vehicle interior heating performance can be maximized within a limited time.

  Then, when the engine warm-up completion point is reached at time t5, the engine friction distribution is entered into a low engine friction region. As described above, in the low friction region after time t5, the engine torque distribution is 50% and the motor torque distribution is 50%. The normal torque distribution ratio is restored.

Next, the effect will be described.
In addition to the effects (1) and (3) of the first embodiment, the following effects can be obtained in the constant speed traveling control device for a hybrid vehicle of the second embodiment.

(4) The engine warm-up condition detection means is an engine coolant temperature sensor 208 that detects the temperature of the engine coolant, and the constant speed travel control means is set so that the engine warm-up temperature detection value is almost completed. Until the temperature reaches engine 301, the engine 301 is distributed to maintain the idle rotation, and from the set temperature to the warm-up completion temperature, the engine torque distribution is gradually increased to the engine torque distribution after the warm-up is completed. A sense of incongruity due to a sudden change in torque distribution can be prevented, and an improvement in fuel efficiency can be achieved by increasing the efficiency of the entire system.
By the way, the engine friction immediately before the completion of warm-up is almost the same as that after completion of warm-up, so the fuel consumption improvement by using the drive motor 303 is reduced, and it is installed when the efficiency of the entire system is calculated This is because, depending on the battery 304, the fuel efficiency can be improved in the second embodiment.

  As mentioned above, although the constant-speed traveling control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Claims Modifications and additions of the design are permitted without departing from the spirit of the invention according to the claims.

  In the first and second embodiments, an example of the engine coolant temperature sensor is shown as the engine warm-up condition detection means. However, a sensor for detecting the oil temperature of the engine oil may be used, and further, the outside air temperature or the engine start The engine warm-up condition may be detected in consideration of the elapsed time from the engine, changes in the engine speed, and the like. In short, the engine cooling water temperature sensor is not limited as long as it can detect the engine warm-up condition, that is, the engine friction condition.

  In the first and second embodiments, the engine torque distribution in the high friction region of the engine is set to the distribution for maintaining the idling rotation. However, the torque distribution is limited to the embodiment as long as the engine rotation can be maintained. Alternatively, the engine torque distribution in the high friction region may be set while monitoring the engine speed.

  In the first and second embodiments, a preferable example in which the engine torque distribution is set to 100% when there is a vehicle interior heating request is shown. However, if the engine torque distribution is increased according to the vehicle interior heating request, the engine torque distribution The distribution is not limited to 100%.

  In the first and second embodiments, an example of application to a front-wheel drive hybrid vehicle has been described. However, the drive source includes an engine and a motor, and also includes constant speed travel control means for performing constant speed travel control based on a driver's switch operation. The hybrid vehicle can be applied to a rear-wheel drive hybrid vehicle, a four-wheel drive hybrid vehicle, and the like.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing a constant speed traveling control apparatus according to a first embodiment applied to a front wheel drive hybrid vehicle. It is a flowchart which shows the flow of the constant speed running control process performed with CPU of Example 1. FIG. It is a figure which shows an example of the water temperature-torque distribution map used in the constant speed traveling control process of Example 1. In the first embodiment, a time chart showing engine friction, engine coolant temperature, ASCD switch signal, total required torque at the time of shifting to constant speed running control before engine warm-up, and the engine in Example 1 without a vehicle interior heating request FIG. 6 is a time chart showing torque distribution / torque distribution to the drive motor, and a time chart showing air conditioner switch signal / torque distribution to the engine / torque distribution to the drive motor in Example 2 where there is a vehicle interior heating request. . It is a flowchart which shows the flow of the constant speed running control process performed with CPU of Example 2. FIG. It is a figure which shows an example of the water temperature-torque distribution map used in the constant speed traveling control process of Example 2. Time chart showing engine friction, engine coolant temperature, ASCD switch signal, total required torque when shifting to constant speed running control before engine warm-up in Example 2, and engine in Example 1 without vehicle interior heating request FIG. 6 is a time chart showing torque distribution / torque distribution to the drive motor, and a time chart showing air conditioner switch signal / torque distribution to the engine / torque distribution to the drive motor in Example 2 where there is a vehicle interior heating request. .

Explanation of symbols

101 CPU
201 GPS
202 Vehicle speed sensor
203 Brake sensor
204 Shift sensor
205 ASCD switch
206 Gap sensor
207 Air conditioner switch (Detection request for heating in vehicle interior)
208 Engine coolant temperature sensor (Engine warm-up status detection means)
301 engine
302 inverter
303 Drive motor
304 battery
305 transmission

Claims (4)

In a constant speed traveling control device for a hybrid vehicle that includes an engine and a motor as a drive source, and constant speed traveling control means for performing constant speed traveling control based on a driver's switch operation,
An engine warm-up condition detection means for grasping the engine warm-up condition is provided,
The constant speed running control means increases the engine torque distribution with respect to the total required torque more than the motor torque distribution before the engine warms up and before shifting to the constant speed running control, and performs the constant speed running control before the engine warms up. A constant speed travel control device for a hybrid vehicle characterized in that, when the shift is made, the motor torque distribution with respect to the total required torque is made larger than the engine torque distribution, and the engine torque distribution is set to a value capable of maintaining the engine rotation . In the constant speed travel control device for a hybrid vehicle according to claim 1,
The engine warm-up condition detecting means is engine cooling water temperature detecting means for detecting the temperature of engine cooling water,
When the constant speed running control means shifts to the constant speed running control before the engine warms up , the engine distributes the torque for maintaining the idle rotation until the detected engine coolant temperature reaches the temperature at which the engine warmup is completed. A constant speed travel control device for a hybrid vehicle, characterized in that engine torque distribution after completion of warm-up is performed when the engine warm-up complete temperature is reached. In the constant speed travel control device for a hybrid vehicle according to claim 1,
The engine warm-up condition detecting means is engine cooling water temperature detecting means for detecting the temperature of engine cooling water,
When the constant speed running control means shifts to the constant speed running control before the engine warms up , the engine keeps the torque for maintaining the idling rotation until the detected engine coolant temperature reaches a set temperature at which the engine warm-up is almost completed. allocation and then, cruise control apparatus for a hybrid vehicle until the warm-up completion temperature, characterized in that to increase gradually the engine torque distributed to the engine torque distributed after completion of warming up of the set temperature. In the constant speed travel control device of a hybrid vehicle given in any 1 paragraph of Claims 1 thru / or 3,
A vehicle interior heating request detection means for detecting a vehicle interior heating request by a passenger is provided,
The cruise control means, when the transition to cruise control before the engine warm-up, if it is determined that there is the vehicle interior heating demand that by the occupant, until the engine warm-up is completed, the passenger compartment heating requirement A constant speed travel control device for a hybrid vehicle, characterized in that the engine torque distribution is increased as compared with a case where it is not determined to be present .

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