JP2012047148A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of ensuring a long traveling time and traveling distance due to coasting in a traveling vehicle.
When a vehicle speed V is within a vehicle speed range determined by a lower limit side vehicle speed V0 and an upper limit side vehicle speed V1, the vehicle control device stops the engine by a fuel cut if the vehicle speed V is equal to or higher than the vehicle speed V0. The clutch is released and the vehicle is driven by coasting. When the vehicle speed V falls below the vehicle speed V0, the engine is started by supplying fuel and the clutch is engaged to accelerate (constant speed free run). When it is necessary to stop the vehicle, stop the engine by fuel cut until the vehicle stops, release the clutch and drive the vehicle by coasting (stop free run), then engage the clutch and engine brake And braking by the brake device is applied. Thereby, the travel time and travel distance by coasting can be ensured long, and a fuel consumption can be improved.
[Selection] Figure 7

Description

  The present invention relates to a vehicle control device that controls a traveling vehicle, and more particularly, to a vehicle control device that controls start or stop of an engine mounted on the vehicle.

  In recent years, various proposals have been actively made in order to improve the fuel consumption rate (so-called fuel efficiency) of a vehicle equipped with an engine as an internal combustion engine. For example, Patent Document 1 below discloses a vehicle fuel supply restriction device that improves fuel efficiency of a vehicle by expanding a fuel cut control region during cruise control. Further, for example, in Patent Document 2 below, fuel consumption is achieved by performing fuel cut and clutch-off when it is determined that the vehicle is in a braking operation in consideration of the distance from the intersection to the current position of the vehicle body. An automobile stop control device that improves the above is disclosed.

  Further, for example, the following cited document 3 discloses a vehicle control device that reduces the number of stops of a vehicle due to a red signal of a front traffic light and stops the engine when the front traffic light cannot pass. Further, for example, in Patent Document 4 below, it is recognized whether or not the signal ahead of the vehicle is a red signal. If the signal is a red signal and the vehicle is traveling at a low speed, the engine is driven. A prohibited hybrid vehicle drive control device is disclosed.

  Further, for example, in Patent Document 5 below, for example, a duration time during which a vehicle continues to stop due to traffic jams or the like is estimated, and the engine is automatically stopped only when the duration time is a predetermined time or longer, while In a situation where it is not appropriate to stop the vehicle, there is disclosed an automatic engine stop device for a vehicle that does not automatically stop the engine even if the duration is longer than a predetermined time. Further, for example, in Patent Document 6 below, the booster negative pressure is determined when the engine is automatically stopped, and the engine automatic is not automatically stopped when the booster negative pressure is lower than a predetermined value. A stop / start control device is disclosed. Further, for example, in Patent Document 7 below, the fuel efficiency is improved by changing the upper limit value of the engine speed according to the setting of the low fuel consumption mode by the driver or according to the positional relationship with the preceding vehicle and the following vehicle. A cruise control device is disclosed.

JP 2009-108798 A JP-A-8-337135 JP 2008-296798 A JP 2004-239127 A Japanese Patent No. 2000-120461 JP 2006-200370 A JP 2003-343305 A

  By the way, as in the conventional devices described above, for example, in order to improve fuel efficiency by fuel cut, the fuel cut time is lengthened, in other words, the time for the vehicle to run by coasting without generating driving force, The longer the distance, the more effective. However, when the vehicle is traveling, for example, sufficient fuel cut time, that is, traveling time and traveling distance due to coasting may not be ensured due to traffic jams or the presence of traffic lights. In this case, there is a possibility that the fuel efficiency improvement effect cannot be obtained sufficiently.

  The present invention has been made to address the above-described problems, and an object of the present invention is to provide a vehicle control device that can ensure a long travel time and travel distance by coasting in a traveling vehicle.

  In order to achieve the above object, the present invention is characterized in that, in a vehicle control device that controls at least start or stop of an engine of a traveling vehicle, vehicle speed detection means for detecting a vehicle speed of the traveling vehicle, Vehicle speed range setting means for setting a lower limit side vehicle speed and an upper limit side vehicle speed for determining a vehicle speed range of the vehicle, and a vehicle speed detected by the vehicle speed detection means is equal to or higher than a lower limit side vehicle speed set by the vehicle speed range setting means The engine is stopped and the vehicle is decelerated by coasting, and the vehicle is started by starting the engine when the vehicle speed detected by the vehicle speed detection means becomes less than the lower limit side vehicle speed set by the vehicle speed range setting means. An engine that causes the vehicle to travel within a vehicle speed range determined by the lower limit side vehicle speed and the upper limit side vehicle speed set by the vehicle speed range setting means In that a dynamic control unit.

  In this case, for example, the engine operation control means may perform acceleration operation of the vehicle by the driver when the vehicle travels within a vehicle speed range determined by the lower limit side vehicle speed and the upper limit side vehicle speed set by the vehicle speed range setting means. Regardless, the engine may be started or stopped. In this case, for example, the engine operation control means may correct the deceleration when the engine is stopped and the vehicle is decelerated by coasting according to the gradient of the road surface on which the vehicle is traveling.

  According to these, in a situation where the vehicle is traveling in the vehicle speed range determined by the lower limit side vehicle speed and the upper limit side vehicle speed, the engine operation control means stops the engine and stops the lower limit if the vehicle speed is equal to or higher than the lower limit side vehicle speed. The vehicle can be decelerated by coasting to the side vehicle speed, and when the vehicle speed falls below the lower limit side vehicle speed, the engine can be started and accelerated to the upper limit side vehicle speed or less. For this reason, by running the vehicle within a vehicle speed range determined by the lower limit side vehicle speed and the upper limit side vehicle speed, the vehicle can be reliably driven by coasting, and a long traveling time and traveling distance by coasting can be secured. Thereby, fuel consumption can be improved.

  Further, in this case, the vehicle is provided with a stop prediction determination unit that predicts and determines whether or not the traveling vehicle needs to be stopped, and the engine operation control unit needs to stop the vehicle by the stop prediction determination unit. When it is determined that there is a vehicle and the vehicle stops, the engine may be stopped and the vehicle may be decelerated by coasting. In this case, the stop prediction determination unit may predict and determine whether it is necessary to stop the running vehicle based on traffic information provided from outside the vehicle, for example. The traffic information includes, for example, information indicating that a traffic light existing in front of a traveling vehicle is a red signal, traffic congestion information generated in front of the traveling vehicle, and information indicating that a curve exists in front of the traveling vehicle. It is good that it is at least one of. In this case, the engine operation control means may reduce the engine start and stop control duty ratio when, for example, the stop prediction determination means predicts that the vehicle needs to be stopped. .

  According to these, when it is predicted that it is necessary to stop the running vehicle, for example, when the traffic light existing in front of the vehicle is a red signal, or when there is traffic jam ahead, there is a curve ahead. Even in such a case, the engine operation control means can continue to stop the engine and decelerate the vehicle by coasting until the vehicle stops. Therefore, the vehicle can be reliably driven by coasting, and the traveling time and traveling distance by coasting can be ensured long. Thereby, fuel consumption can be improved.

  In addition, by reducing the control duty ratio when it is predicted that the vehicle needs to be stopped, the engine is stopped and the vehicle is driven more frequently by coasting. Can be secured for a long time. Thereby, fuel consumption can be improved.

  Further, in these cases, the vehicle is provided with stop position specifying means for specifying the stop position of the vehicle that is predicted to be stopped by the stop prediction determining means, and the engine operation control means is the stop position specifying means. The engine may be stopped based on the distance between the stop position of the vehicle specified by the vehicle and the host vehicle, and the vehicle may be continuously decelerated by coasting. In this case, when the vehicle speed detected by the vehicle speed detecting means is equal to or lower than the lower limit side vehicle speed set by the vehicle speed range setting means, the braking force is applied to the stop position specified by the stop position specifying means. A brake device to be applied, and the engine operation control means determines a time point and a vehicle speed at which the brake device starts applying the braking force based on a deceleration generated in the vehicle by the braking force applied by the brake device, The engine may be stopped so that the vehicle speed at the determined time and the vehicle speed detected by the vehicle speed detecting means coincide with each other, and the vehicle is continuously decelerated by coasting.

  According to these, when it is predicted that it is necessary to stop the vehicle, for example, in a situation where the vehicle is continuously decelerated by coasting to the specified stop position of the vehicle, for example, an opportunity to apply braking force by the brake device The travel time and travel distance due to coasting can be secured for a long time. That is, when the vehicle travels to the stop position of the vehicle while decelerating by coasting, if the vehicle cannot travel to the stop position as a result of the braking force being applied by the brake device, the engine must be started to accelerate the vehicle. There is. On the other hand, for example, if the braking device applies a braking force in the vicinity of the stop position to a vehicle traveling by coasting, a long traveling time and traveling distance by coasting can be secured. Thereby, fuel consumption can be improved.

  In these cases, the vehicle further includes a front inter-vehicle distance detection unit that detects a distance between the vehicle traveling ahead and the host vehicle, and the engine operation control unit detects the front detected by the front inter-vehicle distance detection unit. When the distance between the traveling vehicle and the host vehicle is equal to or less than a predetermined distance set in advance, starting and stopping of the engine may be prohibited.

  According to this, in the situation where the distance between the vehicle traveling ahead and the host vehicle is equal to or less than the predetermined distance, engine start and stop by the engine operation control means can be prohibited. Here, for example, when the distance between the vehicle traveling ahead detected by the front inter-vehicle distance detection unit and the host vehicle is equal to or less than a predetermined distance set in advance, the engine operation control unit The engine brake can be applied. As a result, the distance between the vehicle traveling ahead and the host vehicle can be appropriately maintained by the engine brake.

  Further, in these cases, the vehicle includes a rear inter-vehicle distance detecting means for detecting a distance between the vehicle traveling behind and the host vehicle, and the engine operation control means detects the rear detected by the rear inter-vehicle distance detecting means. When the distance between the traveling vehicle and the host vehicle is equal to or less than a predetermined distance set in advance, starting and stopping of the engine may be prohibited.

  According to this, in the situation where the distance between the vehicle traveling behind and the host vehicle is equal to or less than the predetermined distance, the engine operation control means can be prohibited from starting and stopping the engine. For this reason, the influence with respect to the vehicle which drive | works the back accompanying engine starting and a stop can be excluded.

  Further, in these cases, the vehicle is provided with road surface gradient detecting means for detecting the road surface gradient on which the vehicle travels, and the engine operation control means has a predetermined predetermined road surface gradient detected by the road surface gradient detection means. When it is larger than the gradient, it is preferable to prohibit the start and stop of the engine.

  According to this, in the situation where it is difficult to accelerate the vehicle efficiently (without deteriorating the fuel consumption) or to appropriately decelerate the vehicle by coasting, it is possible to prohibit the start and stop of the engine by the engine operation control means. . Thereby, deterioration of fuel consumption can be suppressed.

  Further, in these cases, a booster negative pressure detecting means for detecting a brake booster negative pressure in a brake device mounted on the vehicle is provided, and the engine operation control means is configured to detect the brake booster negative pressure detected by the booster negative pressure detecting means. When the absolute value of the pressure is equal to or less than a predetermined value set in advance, the engine start and stop may be prohibited.

  According to these, when the brake booster negative pressure (absolute value) of the brake device is small, starting and stopping of the engine by the engine operation control means can be prohibited. As a result, the engine is started (operated), and the brake booster negative pressure of the brake device can always be properly ensured.

  In these cases, it is preferable to provide selection means that is operated by the driver and selects whether to start and stop the engine by the engine operation control means. Thereby, a driver | operator's intention can be reflected with respect to starting and a stop of the engine by an engine operation control means.

  Further, in these cases, a clutch provided on a transmission that is mounted on a vehicle and transmits driving force from the engine is controlled to be in an open state when the engine operation control unit stops the engine, and the engine operation is performed. It is preferable to provide clutch control means for controlling the engagement state when the control means operates the engine. A continuously variable transmission that is mounted on a vehicle and transmits the driving force of the engine; and a gear ratio control means that changes the gear ratio to the upshift side when the engine operation control means starts and stops the engine. It is good to have.

  According to these, when the engine is stopped by the engine operation control means, that is, when the vehicle is driven by coasting, the clutch is controlled to be in an open state, and the mechanical connection between the engine and the transmission is released. Therefore, it is possible to secure a long travel time and travel distance due to coasting and improve fuel efficiency. When the continuously variable transmission is mounted on the vehicle, the gear ratio in the continuously variable transmission is upshifted when the engine is stopped by the engine operation control means, that is, when the vehicle is driven by coasting. The gear ratio is changed to maintain a large gear ratio. In this case, the gear ratio control means may control the gear ratio of the continuously variable transmission so as to maintain a gear ratio larger than the gear ratio determined (obtained) from the current vehicle speed. Therefore, it is possible to secure a long travel time and travel distance due to coasting and improve fuel efficiency.

It is the schematic which showed roughly the structure of the control apparatus of the vehicle of this invention. FIG. 2 is a block diagram schematically showing various sensors, drive circuits, and switches connected to the electronic control unit of FIG. 1. It is a flowchart which shows the free run control program performed by the electronic control unit of FIG. It is a figure for demonstrating a constant speed free run and a stop free run. It is a model figure for demonstrating coasting deceleration. It is a graph which shows the relationship between vehicle speed and the resistance accompanying driving | running | working. It is a time chart in the free run control of this invention. It is a figure for demonstrating determination of a stop free run start vehicle speed. It is a figure for demonstrating the change of the control duty ratio of an engine starting and a stop concerning a modification of this invention. It is a figure for demonstrating the correction of the coasting deceleration according to the modification of this invention according to the gradient of a road surface. It is a figure for demonstrating the case where a stop free run start timing is adjusted concerning the modification of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 schematically shows the configuration of a vehicle control apparatus 10 according to this embodiment. A vehicle control device 10 controls the start and stop of an engine 11 that is an internal combustion engine by operating a fuel pump 13 provided in a fuel tank 12 and transmits a driving force of the engine 11 to driving wheels. The clutch 15 provided in the vehicle is controlled to be disengaged and engaged to enable traveling (so-called free run) due to the inertia of the vehicle when the engine 11 is stopped. Furthermore, the vehicle control device 10 applies a braking force by the engine brake and the foot brake device 16 according to the engaged state of the clutch 15 to stop the vehicle running by free-run.

  For this reason, as shown in FIGS. 1 and 2, the vehicle control apparatus 10 includes an electronic control unit 20 that comprehensively controls the operation of the engine 11 (fuel pump 13) and the clutch 15. The electronic control unit 20 includes a microcomputer including a CPU, a ROM, a RAM, a timer, and the like as main components, and executes an engine 11 (fuel pump 13) and a clutch by executing various programs including a program to be described later. 15 operations are controlled. Therefore, the electronic control unit 20 implements the engine operation control means and clutch control means (gear ratio control means) of the present invention.

  2, on the input side of the electronic control unit 20, as shown in FIG. 2, an engine throttle opening sensor 21, an engine speed sensor 22, an engine output torque sensor 23, a gear ratio sensor 24, a booster negative pressure sensor 25, an inter-vehicle distance A distance sensor 26, a vehicle speed sensor 27, a weight sensor 28, and a road surface gradient sensor 29 are connected. The engine throttle opening sensor 21 detects a throttle opening So (not shown) assembled in the engine 11, and outputs a throttle opening signal representing the detected throttle opening So to the electronic control unit 20. The engine speed sensor 22 detects the operating speed R of the engine 11 and outputs a speed signal representing the detected engine speed R to the electronic control unit 20. The engine output torque sensor 23 detects the output shaft torque T of the engine 11 and outputs an output torque signal representing the detected output shaft torque T to the electronic control unit 20.

  The gear ratio sensor 24 detects a gear ratio Ge based on a gear position or the like when the transmission 14 is a continuously variable transmission (CVT) that does not have the clutch 15, and a gear ratio signal representing the detected gear ratio Ge. Is output to the electronic control unit 20. The booster negative pressure sensor 25 detects a negative pressure B in a booster (not shown) provided in the foot brake device 16, and outputs a negative pressure signal representing the detected negative pressure B to the electronic control unit 20. The inter-vehicle distance sensor 26 detects the inter-vehicle distance Lf between the host vehicle and the preceding vehicle and the inter-vehicle distance Lr between the host vehicle and the following vehicle, respectively, and the preceding inter-vehicle distance signal indicating the detected inter-vehicle distance Lf between the preceding vehicle and the following vehicle. The following inter-vehicle distance signal representing the inter-vehicle distance Lr is output to the electronic control unit 20. The vehicle speed sensor 27 detects the vehicle speed V of the vehicle, and outputs a vehicle speed signal representing the detected vehicle speed V to the electronic control unit 20. The weight sensor 28 detects the weight W of the vehicle, and outputs a vehicle weight signal representing the detected weight W to the electronic control unit 20. The road surface gradient sensor 29 detects the gradient P of the road surface on which the vehicle is traveling, and outputs a road surface gradient signal representing the detected gradient P to the electronic control unit 20.

  Further, on the output side of the electronic control unit 20, a drive circuit 30 for operating a throttle actuator 11a provided on a throttle (not shown) of the engine 11 and a drive for operating a fuel pump 13 for supplying fuel to the engine 11 are provided. A drive circuit 32 for electromagnetically operating the circuit 31 and the clutch 15 is connected. Thus, the electronic control unit 20 can control the rotational speed and output torque of the engine 11 by electrically controlling the throttle actuator via the drive circuit 30. In addition, the electronic control unit 20 electrically controls the fuel pump via the drive circuit 31 to supply and start fuel to the engine 11, and shuts off (cuts) the fuel to cut off the engine 11. Can be stopped. Further, the electronic control unit 20 can control the transmission of the driving force by the engine 11 to the driving wheels by electrically controlling the electromagnetic clutch 15 via the driving circuit 32.

  The electronic control unit 20 is connected to a free run selection switch 33 that is operated by the driver and selects whether or not the vehicle is to be driven by free run. When the on state is selected by the driver, the free run selection switch 33 outputs a signal to the electronic control unit 20 indicating that the vehicle has been selected to run by free run, and the off state is selected by the driver. Then, a signal indicating that it is selected not to run the vehicle by free run is output to the electronic control unit 20.

  Next, free run control by the electronic control unit 20 will be described in detail. The electronic control unit 20 runs the vehicle by free run by executing the free run control program shown in FIG. That is, the electronic control unit 20 (more specifically, the CPU) starts executing the free-run control program shown in FIG. 3 at a predetermined short time interval in step S10. In step S11, the electronic control unit 20 outputs signals representing the detection values So, R, T, Ge, B, Lf, Lr, V, W, and P detected by the sensors 21 to 29. Then, the process proceeds to step S12.

  In step S12, the electronic control unit 20 determines whether or not the free-run selection switch 33 is operated by the driver and the switch 33 is operated in an on state indicating that the vehicle is free-run. That is, if the free run selection switch 33 is selected to be in the on state, the electronic control unit 20 determines that the driver intends to free run the vehicle, and therefore determines “Yes” and proceeds to step S13. . On the other hand, if the free run selection switch 33 is not operated and maintained in the off state, the driver does not intend to free run the vehicle, so the electronic control unit 20 performs the free run in step S12. The determination of “No” is repeated until the selection switch 33 is operated to the on state.

  In step S13, the electronic control unit 20 determines whether or not a free run permission condition for free running the vehicle is satisfied. Hereinafter, the success or failure of the free run permission condition will be described in detail. In this embodiment, as free-run permission conditions, the gradient of the road surface on which the vehicle is currently traveling, the distance between the vehicle traveling ahead (the preceding vehicle) and the host vehicle, and the vehicle traveling behind (the following vehicle) ) And the host vehicle and the negative pressure of the booster are within a predetermined range set in advance.

  Specifically, for the road surface gradient, the road surface gradient P represented by the road surface gradient signal input from the road surface gradient sensor 29 in step S11 is set to a predetermined lower limit side predetermined value Pl and upper limit side predetermined value Pu. This is a condition within a predetermined range set by. In other words, when the road surface slope P is less than the lower limit side predetermined value Pl (predetermined slope) or when the road surface slope P is larger than the upper limit side predetermined value Pu (predetermined slope), that is, the vehicle is steep When the vehicle is on the road, the electronic control unit 20 prohibits starting and stopping of the engine 11 and does not allow free run.

  Further, as for the inter-vehicle distance between the preceding vehicle and the host vehicle, a predetermined distance Lla, in which the inter-vehicle distance Lf with the preceding vehicle represented by the preceding inter-vehicle distance signal input from the inter-vehicle distance sensor 26 in step S11 is set in advance. It is a condition that is in a predetermined range larger than. Regarding the inter-vehicle distance between the succeeding vehicle and the host vehicle, the inter-vehicle distance Lr with the subsequent vehicle represented by the subsequent inter-vehicle distance signal input from the inter-vehicle distance sensor 26 in step S11 is greater than a predetermined distance Llb set in advance. The condition is within a large predetermined range. In other words, when the inter-vehicle distance Lf is less than or equal to the predetermined distance Lla, or when the inter-vehicle distance Lr is less than or equal to the predetermined distance Llb, the electronic control unit 20 prohibits starting and stopping of the engine 11 and performs free run. not allowed.

  Further, regarding the booster negative pressure, the booster negative pressure B (absolute value) represented by the negative pressure signal input from the booster negative pressure sensor 25 in step S11 is larger than a predetermined negative pressure Bu. The condition is within a predetermined range. In other words, when the booster negative pressure B (absolute value) is equal to or lower than the predetermined negative pressure Bu, the electronic control unit 20 prohibits starting and stopping of the engine 11 and does not allow free run.

  Here, in this embodiment, the slope P of the road surface on which the vehicle is currently traveling, the inter-vehicle distance Lf between the vehicle traveling ahead (the preceding vehicle) and the host vehicle, and the vehicle traveling behind (the following vehicle). The free run permission condition is that the inter-vehicle distance Lr between the vehicle and the host vehicle and the negative pressure B of the booster are all within a predetermined range set in advance, but at least one of these conditions is permitted You may implement as conditions. In this case, it is desirable to include at least a condition regarding the negative pressure B of the booster.

  Then, when all of the above conditions are satisfied, the electronic control unit 20 determines “Yes” to permit free run, and proceeds to step S14. On the other hand, when at least one of the above conditions is not satisfied, since free run is not permitted, the electronic control unit 20 determines “No”, proceeds to step S21, and temporarily ends the execution of the free run control program. . Then, after a predetermined short time has elapsed, execution of the program is started again in step S10.

  In step S14, the electronic control unit 20 causes the vehicle to travel by free-run based on the throttle opening So represented by the throttle opening signal input from the engine throttle opening sensor 21 in step S11. The target lower limit vehicle speed V0 and the target upper limit vehicle speed V1 are set. Specifically, although not shown, the electronic control unit 20 uses the throttle opening So represented by the input throttle opening signal based on a preset relationship between the throttle opening and the vehicle speed. First, as shown in FIG. 4, a target lower limit vehicle speed V0 that is the lower limit of the vehicle speed range intended by the current driver is set. Subsequently, when the target lower limit vehicle speed V0 is set in this manner, the electronic control unit 20 more specifically depends on the output torque and the rotational speed of the engine 11 so as to increase by ΔV with respect to the set target lower limit vehicle speed V0. A target upper limit vehicle speed V1, which is determined to be the determined best fuel consumption range and is the upper limit of the vehicle speed range in which the vehicle travels, is set. Then, after setting the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1, the electronic control unit 20 proceeds to step S15.

  In step S15, the electronic control unit 20 performs coasting deceleration G1 (for running the vehicle by free-run in the vehicle speed range determined by the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1 set in step S14. (See FIG. 4). Hereinafter, the determination of the coasting deceleration G1 will be described in detail.

ただし、前記式１中のMは車両の質量を表し、gは重力加速度を表すものである。したがって、前記式１中のMgは前記ステップＳ１１にて重量センサ２８から入力した車両重量信号によって表される車両の重量Wとなる。また、前記式１中のPは前記ステップＳ１１にて路面勾配センサ２９から入力した路面勾配信号によって表される路面の勾配を表す。また、前記式１中のNはタイヤと路面との間に発生するころがり抵抗を表し、kは所定の比例係数を表し、Vは前記ステップＳ１１にて車速センサ２７から入力した車速信号によって表される車速を表す。ここで、図６に示すように、ころがり抵抗Nは車速Vに依存することなくほぼ一定の値であり、前記式１中におけるkV²は空気抵抗を表すものであって車速Vの２乗に比例するものである。 In the free run of the vehicle in the present invention, the engine 11 is started to accelerate until the vehicle speed V reaches the target upper limit vehicle speed V1, and when the vehicle is accelerated to the target upper limit vehicle speed V1, the engine 11 is stopped. The vehicle is driven while being decelerated by inertia until the lower limit vehicle speed V0 is reached. Therefore, the electronic control unit 20 calculates and determines the coasting deceleration G1 (negative value) when the vehicle travels by inertia according to the following equation 1 based on the equation of motion of the model shown in FIG.

However, M in the said Formula 1 represents the mass of a vehicle, and g represents a gravitational acceleration. Therefore, Mg in the equation 1 is the vehicle weight W represented by the vehicle weight signal input from the weight sensor 28 in step S11. Further, P in Equation 1 represents the road surface gradient represented by the road surface gradient signal input from the road surface gradient sensor 29 in step S11. N in Equation 1 represents rolling resistance generated between the tire and the road surface, k represents a predetermined proportionality coefficient, and V is represented by the vehicle speed signal input from the vehicle speed sensor 27 in Step S11. Represents the vehicle speed. Here, as shown in FIG. 6, the rolling resistance N is a substantially constant value without depending on the vehicle speed V, and kV ² in the equation 1 represents air resistance, and is the square of the vehicle speed V. It is proportional.

  In this way, by setting the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1, and determining the coasting deceleration G1, the electronic control unit 20 is within a certain vehicle speed range determined by the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1. The vehicle can be driven at a constant speed free run. That is, as shown in the time chart of FIG. 7, when the vehicle starts and the vehicle speed V detected by the vehicle speed sensor 27 reaches the predetermined vehicle speed range, the electronic control unit 20 runs the vehicle by a constant speed free run. Let In this constant speed free run, the engine 11 is repeatedly started and stopped to run the vehicle within the constant vehicle speed range. That is, in the constant speed free run, when the electronic control unit 20 accelerates to the target upper limit vehicle speed V1 by starting the engine 11, it stops the engine 11 and decelerates to the target lower limit vehicle speed V0 by the coasting deceleration G1. When the vehicle speed V decelerates to the target lower limit vehicle speed V0, the engine 11 is started again to accelerate to the target upper limit vehicle speed V1.

  Here, in this constant speed free run, as shown in FIG. 7, the electronic control unit 20 operates the throttle actuator via the drive circuit 30 to reduce the opening degree So (close the throttle). The electronic control unit 20 operates the fuel pump via the drive circuit 31 to supply fuel to the engine 11 and accelerates the clutch 15 via the drive circuit 32 when accelerating the vehicle to the target upper limit vehicle speed V1. Control to the combined state (on state). As a result, the engine 11 is started to generate the engine output shaft torque T, and the vehicle is accelerated to the target upper limit vehicle speed V1 by the generated torque T.

  On the other hand, when the vehicle is decelerated to the target lower limit vehicle speed V0, the electronic control unit 20 stops the fuel pump via the drive circuit 31 to shut off the fuel to the engine 11 (so-called fuel cut) and drive circuit 32. Then, the clutch 15 is controlled to be in an open state (off state). As a result, the engine 11 is stopped and the vehicle decelerates to the target lower limit vehicle speed V0 at the coasting deceleration G1.

  In the constant speed free run, since the engine 11 is periodically started, the rotational speed R of the engine 11 maintains a substantially constant rotational speed. Further, when the transmission 14 is CVT, the electronic control unit 20 changes the gear ratio Ge to the upshift side in the constant speed free run and maintains the large gear ratio (Hi side). In this case, the electronic control unit 20 performs control so as to maintain a predetermined gear ratio larger than the gear ratio Ge determined (calculated) from the vehicle speed V represented by the vehicle speed signal input from the vehicle speed sensor 27. It is also possible.

  Thus, in a constant speed free run in which the engine 11 is started and stopped repeatedly, a long deceleration time (deceleration distance) at the coasting deceleration G1 is secured, in other words, the fuel cut time (distance) is long. Secured for a long time. Thereby, fuel consumption can be improved.

  When the coasting deceleration G1 is calculated in accordance with Equation 1 in step S15, the electronic control unit 20 proceeds to step S16. In step S16, when the electronic control unit 20 predicts that there is a traffic light in front of the vehicle that is running due to constant speed free run and the traffic light is red and it is predicted that the vehicle needs to stop, for example, The vehicle speed Vf (hereinafter referred to as the stop free-run start vehicle speed Vf) is calculated so that the vehicle can continue to travel by inertia until the red signal of the vehicle can be stopped efficiently. Hereinafter, the calculation of the stop free-run start vehicle speed Vf will be described in detail.

  First, the electronic control unit 20 determines whether or not a traffic light is present ahead of the traveling vehicle when calculating the stop free-run start vehicle speed Vf. In this case, the electronic control unit 20 determines, for example, whether or not there is a traffic signal ahead using a navigation device (not shown) mounted on the vehicle, or a road-to-vehicle communication device ( It is possible to determine whether or not there is a traffic light ahead based on information obtained from the outside using a not shown).

ただし、図８（ａ）に示すように、前記式２におけるt₂は信号到達時間を原点としたときの制動時間を表し、x₂は時点t₂における信号機から車両までの距離を表す。 When there is a traffic light in front of the vehicle, the time until the vehicle reaches the traffic signal (signal arrival time) is set as the origin, and when the vehicle speed V reaches the target lower limit vehicle speed V0, the engine brake or foot brake by the engine 11 is used. The relationship between the time t when braking by the device 16 is started and the distance x to the traffic light is as shown in FIG. At this time, the change in the distance x traveled by the vehicle before the start of braking (time point t ₂ ) can be expressed by the following formula 2 using the coasting deceleration G1.

However, as shown in FIG. 8 (a), t ₂ in Formula 2 represents a braking time when the origin of the signal arrival time, x ₂ represents the distance from the traffic signal at time t ₂ to the vehicle.

On the other hand, the relationship between the time t when braking is started and the distance x to the traffic light can be shown as the relationship between the time t and the vehicle speed V as shown in FIG. In this case, the change in the vehicle speed V of the vehicle before the start of braking (time t ₂ ) can be expressed by the following equation 3 using the target lower limit vehicle speed V0 and the coasting deceleration G1.

ここで、前記式４における惰行減速度G1は前記式１により表される。また、前記式４における距離x₂は図８（ａ），（ｂ）に示した下記式５，６から下記式７により表される。

ただし、前記式５〜７におけるG2は、図８（ａ），（ｂ）に示すように、エンジン１１によるエンジンブレーキまたはフットブレーキ装置１６による制動に伴って発生する減速度（以下、制動減速度という）である。 Then, when the time term (tt ₂ ) is deleted with respect to the expressions 2 and 3, the following expression 4 is established.

Here, the coasting deceleration G1 in the equation 4 is expressed by the equation 1. The distance x ₂ in Formula 4 FIG. 8 (a), the represented by the following formula 7 from the following formulas 5 and 6 shown in (b).

However, as shown in FIGS. 8A and 8B, G2 in the formulas 5 to 7 is a deceleration (hereinafter referred to as a braking deceleration) generated by braking by the engine 11 or the foot brake device 16 by the engine 11. It is said).

Therefore, by using Equation 1 and Equation 7, according to Equation 4, the vehicle speed V is a function of the distance x, and if the current vehicle position and the distance x to the traffic signal ahead are determined, the stop free run The starting vehicle speed Vf can be uniquely determined. In other words, the equation 4 is a stop free-run start vehicle speed function for calculating and determining the stop free-run start vehicle speed Vf, and the vehicle speed V of the vehicle is expressed by the equation 4 as schematically shown in FIG. If the stop free run for stopping the vehicle is started when reaching the determined stop free run start vehicle speed Vf, the time t ₂ when the engine brake by the engine 11 or the brake by the foot brake device 16 is started before the traffic light is started. According to (in other words, timing), for example, the vehicle speed V can be matched with the target lower limit vehicle speed V0, and the fuel consumption can be maximized. As described above, when the stop free-run start vehicle speed Vf is calculated and determined according to the equation 4 (strictly speaking, the equation 4, the equation 1, and the equation 7), the electronic control unit 20 proceeds to step S17.

  In step S17, the electronic control unit 20 determines whether or not the current vehicle speed V represented by the vehicle speed signal input in step S11 is the stop free-run start vehicle speed Vf determined by calculation in step S16. Determine. Here, the electronic control unit 20 determines whether or not the current vehicle speed V is the stop free-run start vehicle speed Vf, for example, based on traffic information obtained using a road-to-vehicle communication device. It is predicted whether or not the traffic light existing ahead is in red. In other words, the electronic control unit 20 stops the vehicle when it is predicted that the vehicle will turn red at the timing when the vehicle passes the traffic signal ahead based on the traffic information obtained through the road-to-vehicle communication device. Judge that it is necessary. If the current vehicle speed V is the stop free-run start vehicle speed Vf in a situation where it is predicted that the vehicle needs to be stopped, the electronic control unit 20 determines “Yes” and proceeds to step S18. move on.

  In step S <b> 18, the electronic control unit 20 starts a stop free run that stops the vehicle because the front traffic signal is predicted to be a red signal. That is, with the engine 11 stopped, the electronic control unit 20 decelerates the vehicle at the coasting deceleration G1 until the current vehicle speed V becomes the target lower limit vehicle speed V0, for example, as shown in FIG. And if the electronic control unit 20 starts a stop free run, it will progress to step S20.

  Here, also in this stop free run, as shown in FIG. 7, the electronic control unit 20 operates the throttle actuator via the drive circuit 30 to reduce the opening degree So (close the throttle). The electronic control unit 20 stops the fuel pump via the drive circuit 31 to shut off the fuel to the engine 11 (so-called fuel cut), and opens the clutch 15 via the drive circuit 32 (off state). ) To control. As a result, the engine 11 is stopped and the vehicle decelerates to the target lower limit vehicle speed V0 at the coasting deceleration G1. In the stop free run, since the engine 11 is not started, the rotational speed R of the engine 11 decreases uniformly. Further, when the transmission 14 is CVT, the electronic control unit 20 changes the gear ratio Ge to the upshift side in the stop free run and maintains the large gear ratio (Hi side). Thus, in the stop free run in which the engine 11 is stopped, the deceleration time (deceleration distance) at the coasting deceleration G1 is secured long until the vehicle stops, in other words, the fuel cut time (distance) is long. Secured for a long time. Thereby, fuel consumption can be improved.

  On the other hand, if it is predicted in step S17 that the vehicle is green at the timing when the vehicle passes the traffic signal ahead based on the traffic information obtained via the road-to-vehicle communication device, or the vehicle speed V is still free. If it is not the run start vehicle speed Vf, the electronic control unit 20 continues to determine “No” until the vehicle speed V reaches the free run start vehicle speed Vf, and proceeds to step S19.

  In step S19, the electronic control unit 20 accelerates the vehicle in the vehicle speed range determined by the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1, in other words, in the best fuel consumption range, as in the above-described constant speed free run. . Here, by accelerating the vehicle within the best fuel consumption region, this acceleration is along the best fuel consumption curve that provides the best fuel consumption with respect to the output shaft torque generated by the engine 11. That is, by accelerating the vehicle within the best fuel consumption region, it is possible to avoid deteriorating fuel consumption. Then, the electronic control unit 20 returns to step S13 again, and executes the respective step processes after step S14 if the free-run permission condition is satisfied, and if the free-run permission condition is not satisfied, in step S21. End the program execution.

  In step S20, the electronic control unit 20 determines whether or not a stop free run end condition for ending the stop free run is satisfied. Hereinafter, the success or failure of the stop free-run end condition will be described in detail. In the present embodiment, as the stop free run end condition, the current vehicle speed V is less than the target lower limit vehicle speed V0, or the road surface on which the vehicle is currently traveling, the vehicle traveling ahead (the preceding vehicle) ) And the own vehicle, the distance between the following vehicle (following vehicle) and the own vehicle, and the negative pressure of the booster are not within a predetermined range. .

  Specifically, regarding the vehicle speed, when the vehicle speed V detected by the vehicle speed sensor 27 is less than the target lower limit vehicle speed V0, the electronic control unit 20 ends the stop free run. As for the road surface gradient, a condition that the road surface gradient P represented by the road surface gradient signal input from the road surface gradient sensor 29 is not within a predetermined range set by the preset lower limit side predetermined value Pl and upper limit side predetermined value Pu. It is. In other words, when the road surface slope P is less than the lower limit side predetermined value Pl (predetermined slope) or when the road surface slope P is larger than the upper limit side predetermined value Pu (predetermined slope), that is, the vehicle is steep When the vehicle is on the road, the electronic control unit 20 ends the stop free run.

  The inter-vehicle distance between the preceding vehicle and the host vehicle is a predetermined range in which the inter-vehicle distance Lf represented by the preceding inter-vehicle distance signal input from the inter-vehicle distance sensor 26 is larger than a predetermined distance Lla. This is not a condition. The inter-vehicle distance between the succeeding vehicle and the host vehicle is not within a predetermined range in which the inter-vehicle distance Lr represented by the subsequent inter-vehicle distance signal input from the inter-vehicle distance sensor 26 is greater than a predetermined predetermined distance Llb. It is a condition. In other words, when the inter-vehicle distance Lf is less than or equal to the predetermined distance Lla, or when the inter-vehicle distance Lr is less than or equal to the predetermined distance Llb, the electronic control unit 20 ends the stop free run.

  Furthermore, with respect to the booster negative pressure, the condition that the negative pressure B (absolute value) of the booster represented by the negative pressure signal input from the booster negative pressure sensor 25 is not within a predetermined range greater than a predetermined negative pressure Bu. It is. In other words, when the booster negative pressure B (absolute value) is equal to or lower than the predetermined negative pressure Bu, the electronic control unit 20 ends the stop free run.

  When any one of the above conditions is satisfied, the electronic control unit 20 determines “Yes” to end the stop free run, proceeds to step S21, and once executes the free run control program. finish. Then, after a predetermined short time has elapsed, execution of the program is started again in step S10. On the other hand, when all of the above conditions are satisfied, since the stop free run is not terminated, the electronic control unit 20 continues to determine “No” and repeatedly executes step S20.

Here, when the stop free run ends, for example, as shown in FIG. 4, braking by the engine 11 or the foot brake device 16 is started by the engine 11 at the time t ₂ when the vehicle speed V becomes the target lower limit vehicle speed V 0. The vehicle is decelerated and stopped at deceleration G2. On the other hand, the electronic control unit 20 engages the clutch 15 via the drive circuit 32 (on state) as shown in FIG. 7 in order to decelerate the vehicle at the braking deceleration G2 by engine braking by the engine 11. To control. Alternatively, a brake actuator (not shown) is electromagnetically controlled to automatically operate the foot brake device 16 to decelerate the vehicle at the braking deceleration G2. When the vehicle stops in front of the traffic light, for example, the foot brake device 16 is activated by a brake operation by the driver, and the vehicle is maintained in a stopped state.

  As can be understood from the above description, according to the above embodiment, in the situation where the vehicle is traveling in the vehicle speed range determined by the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1, that is, in the constant speed free run, the electronic control If the vehicle speed V is equal to or higher than the target lower limit vehicle speed V0, the unit 20 can stop the engine 11 and decelerate the vehicle to the target lower limit vehicle speed V0. When the vehicle speed V falls below the target lower limit vehicle speed V0, the engine 11 is started. Can be accelerated to the target upper limit vehicle speed V1 or less. For this reason, by driving the vehicle by constant speed free run within the vehicle speed range determined by the target lower limit vehicle speed V0 and the target upper limit vehicle speed V1, the vehicle can be reliably driven by coasting, resulting in coasting deceleration. The deceleration time (deceleration distance) at G1 is secured longer, in other words, the fuel cut time (distance) is secured longer. Thereby, fuel consumption can be improved.

  Further, for example, even when the traffic light existing in front of the vehicle is a red signal and it is predicted that the traveling vehicle needs to be stopped, the electronic control unit 20 stops the engine 11 until the vehicle stops. The vehicle can be continuously decelerated by coasting, that is, the vehicle can be driven by a stop free run. Therefore, the vehicle can be reliably driven by coasting, and as a result, the deceleration time (deceleration distance) at the coasting deceleration G1 is secured longer, in other words, the fuel cut time (distance) is longer. Secured. Thereby, fuel consumption can be improved.

  Here, for example, in a situation where the vehicle is traveling to the front traffic light by a stop free run, the opportunity to apply the engine braking by the engine 11 and the braking force by the foot brake device 16 can be extremely reduced, and coasting A longer deceleration time (deceleration distance) at the deceleration G1 is secured. That is, when the vehicle travels to a traffic signal ahead by a stop free run, if engine braking by the engine 11 or braking force by the foot brake device 16 is applied, and the vehicle cannot travel to a traffic signal ahead, the engine 11 is It is necessary to start and accelerate the vehicle. On the other hand, in the above embodiment, the vehicle can travel to the vicinity of the traffic signal by the stop free run, and the braking force by the engine brake by the engine 11 or the foot brake device 16 can be applied. The deceleration time (deceleration distance) is secured longer, in other words, the fuel cut time (distance) is secured longer. Thereby, fuel consumption can be improved.

  In the above embodiment, in the constant speed free run, the control duty ratio when the electronic control unit 20 starts and stops the engine 11 is constant. In this case, as shown in FIG. 9, the control duty ratio can be changed so as to be fine. By reducing the control duty ratio in this way, for example, it becomes easy to match the timing of accelerating the vehicle along the best fuel consumption curve with the timing of engine braking by the engine 11 or braking by the foot brake device 16, that is, constant. When the vehicle is decelerating at the coasting deceleration G1 in the speed free run, the engine brake by the engine 11 or the braking by the foot brake device 16 is not performed, and as a result, the deceleration time (deceleration distance) at the coasting deceleration G1 is further increased. Longer time, in other words, longer fuel cut time (distance) is ensured. Thereby, fuel consumption can be improved.

  For example, when a traffic jam occurs, the frequency of accelerating or decelerating the vehicle at a low speed increases. In this case, by reducing the control duty ratio, the deceleration time (deceleration distance) at the coasting deceleration G1 is secured longer even during low-speed driving, in other words, the fuel cut time (distance) Is secured longer. Thereby, fuel consumption can be improved.

  Moreover, in the said embodiment, when calculating and determining coasting deceleration G1 according to the said Formula 1, it implemented so that it might calculate using the gradient P of a road surface. In this case, as shown in FIG. 10, the magnitude of the coasting deceleration G1 may differ depending on whether the vehicle is currently traveling on an uphill road or a downhill road. For this reason, in addition to using the road surface gradient P represented by the road surface gradient signal input from the road surface gradient sensor 29, for example, using a navigation device or a road-vehicle communication device mounted on the vehicle, It is also possible to determine whether the vehicle is traveling on an uphill road or a downhill road and to correct the coasting deceleration G1 calculated according to Equation 1 according to the uphill road or downhill road. is there.

  In this case, the coasting deceleration G1 calculated according to the equation 1 is corrected so as to increase when the vehicle is traveling on the uphill road, and is calculated according to the equation 1 when the vehicle is traveling on the downhill road. It is better to correct the coasting deceleration G1. Thereby, the vehicle can be surely decelerated to the target lower limit vehicle speed V0 by the coasting deceleration G1, and as a result, a longer deceleration time (deceleration distance) at the coasting deceleration G1 is secured, in other words, a fuel cut Time (distance) to be played is ensured longer. Therefore, fuel consumption can be improved.

  Further, in the above embodiment, the electronic control unit 20 predicts whether or not the traffic light existing ahead of the vehicle is a red signal based on traffic information obtained from the outside using a road-to-vehicle communication device, for example. When the traffic signal was red, the vehicle was decelerated by a stop free run. In this case, depending on the timing to determine whether the traffic light in front of the vehicle is red or not, and depending on the road conditions where the vehicle travels, the traffic light is A signal situation occurs. In such a situation, the driver may feel uncomfortable when shifting the vehicle from a constant speed free run to a stop free run.

  Therefore, in such a case, the electronic control unit 20 temporarily turns on the clutch 15 via the drive circuit 32, for example, as shown in FIG. It is also possible to adjust the transition timing to the stop free run by controlling the engagement state to generate engine braking by the engine 11. Thereby, it is possible to smoothly shift from the constant speed free run to the stop free run, and it is possible to effectively prevent the driver from feeling uncomfortable.

  Moreover, in the said embodiment, when the free run permission conditions were satisfied, the electronic control unit 20 implemented so that a vehicle might be drive | worked by a constant speed free run and a stop free run. In this case, in principle, the electronic control unit 20 prohibits starting and stopping of the engine 11 when the free-run permission condition is not satisfied. However, when there is a possibility that the inter-vehicle distance Lf with the preceding vehicle may be equal to or less than the predetermined distance Lla, for example, the clutch 15 is temporarily controlled to be engaged via the drive circuit 32 and the engine by the engine 11 A brake may be generated to ensure a sufficient inter-vehicle distance Lf. As a result, the constant speed free run and the stop free run can be continued, so that the deceleration time (deceleration distance) at coasting deceleration G1 is secured longer, in other words, the fuel cut time (distance) is Secured longer. Therefore, fuel consumption can be improved.

  Moreover, in the said embodiment, when the free run permission conditions were satisfied, the electronic control unit 20 implemented so that a vehicle might be drive | worked by a constant speed free run and a stop free run. In this case, instead of or in addition to the above-described free-run permission condition, for example, a condition in which free-run is not permitted when there is a following vehicle with respect to the host vehicle, When driving on a steep slope that cannot decelerate properly due to the deceleration G1, when running on a steep slope that cannot be accelerated along the optimal fuel consumption curve even if the engine 11 is started, under conditions that do not allow free run It is also possible to set and implement conditions that do not allow free run. By providing such conditions, a constant speed free run and a stop free run can be appropriately performed, and fuel consumption can be improved.

  In the above embodiment, the rolling resistance N is a constant value in the equation 1 for calculating the coasting deceleration G1. However, the rolling resistance N may change due to, for example, an increase or decrease in tire pressure. As a result, there is a concern that the accuracy of the coasting deceleration G1 and the stop free-run start vehicle speed Vf that are calculated deteriorates. For this reason, for example, the electronic control unit 20 uses the navigation device to identify the road that is currently running, and despite being able to decelerate to the target lower limit vehicle speed V0 by a constant speed free run when traveling in the past. In this case, when the vehicle cannot decelerate to the target lower limit vehicle speed V0 at a constant speed free run on the same road, the equation for correcting the rolling resistance N and calculating the stop free-run start vehicle speed Vf using the coasting deceleration G1 is as follows. 4 (stop free-run start vehicle speed function) can be corrected. In this case, it is also possible to notify the driver that the rolling resistance N has changed.

  Further, in the above-described embodiment, the braking deceleration G2 is assumed to be a deceleration generated in association with the engine braking by the engine 11 or the braking by the foot brake device 16, and the value thereof is constant. In this case, the magnitude of the braking deceleration G2 can be changed according to the driver's preference. Specifically, the electronic control unit 20 detects and stores the braking timing and the magnitude of deceleration when the driver operates the foot brake device 16 to stop the vehicle. Then, the electronic control unit 20 reflects the stored braking timing and the magnitude of the deceleration in the braking deceleration G2 when the vehicle is stopped by the stop free run. Accordingly, when the vehicle is stopped by the stop free run, the braking deceleration G2 can be generated according to the driver's preference, so that the driver feels uncomfortable.

DESCRIPTION OF SYMBOLS 10 ... Vehicle control apparatus, 11 ... Engine, 12 ... Fuel tank, 13 ... Fuel pump, 14 ... Transmission, 15 ... Clutch, 16 ... Foot brake device, 20 ... Electronic control unit, 21 ... Engine throttle opening sensor, 22 DESCRIPTION OF SYMBOLS ... Engine speed sensor, 23 ... Engine output torque sensor, 24 ... Gear ratio sensor, 25 ... Booster negative pressure sensor, 26 ... Inter-vehicle distance sensor, 27 ... Vehicle speed sensor, 28 ... Weight sensor, 29 ... Road surface gradient sensor, 30, 31, 32 ... Drive circuit, 33 ... Free-run selection switch

Claims (17)

In a vehicle control device for starting or stopping at least an engine of a running vehicle,
Vehicle speed detection means for detecting the vehicle speed of the running vehicle;
Vehicle speed range setting means for setting a lower limit side vehicle speed and an upper limit side vehicle speed for determining the vehicle speed range of the running vehicle,
When the vehicle speed detected by the vehicle speed detection means is equal to or higher than the lower limit side vehicle speed set by the vehicle speed range setting means, the engine is stopped to decelerate the vehicle by coasting, and the vehicle speed detected by the vehicle speed detection means When the vehicle speed is less than the lower limit side vehicle speed set by the vehicle speed range setting means, the engine is started to accelerate the vehicle, and is determined by the lower limit side vehicle speed and the upper limit side vehicle speed set by the vehicle speed range setting means. An engine operation control means for causing the vehicle to travel within a vehicle speed range. The vehicle control device according to claim 1, further comprising:
Comprising stop prediction determination means for predicting and determining whether or not the traveling vehicle needs to be stopped,
The engine operation control means includes
A vehicle control apparatus, wherein when the vehicle is predicted to be stopped by the stop prediction determination means and the vehicle stops, the engine is stopped and the vehicle is decelerated by coasting. The vehicle control device according to claim 2,
The engine operation control means includes
A control apparatus for a vehicle, wherein when it is determined by the stop prediction determination means that the vehicle needs to be stopped, the control duty ratio for starting and stopping the engine is reduced. The vehicle control device according to claim 2 or 3, further comprising:
A stop position specifying means for specifying a stop position of the vehicle that is predicted to be determined to be required to stop by the stop prediction determining means;
The engine operation control means includes
A vehicle control device, wherein the engine is stopped based on a distance between the stop position of the vehicle specified by the stop position specifying means and the host vehicle, and the vehicle is continuously decelerated by coasting. The vehicle control device according to claim 4, further comprising:
A brake device that applies a braking force to the stop position specified by the stop position specifying means when the vehicle speed detected by the vehicle speed detection means is equal to or lower than a lower limit side vehicle speed set by the vehicle speed range setting means;
The engine operation control means includes
Based on the deceleration generated in the vehicle by the braking force applied by the brake device, the braking device determines a time point and a vehicle speed at which the braking force starts to be applied, and is detected by the vehicle speed and the vehicle speed detection means at the determined time point. The vehicle control device is characterized in that the engine is stopped so that the vehicle speed matches the vehicle speed and the vehicle is continuously decelerated by coasting. The vehicle control device according to any one of claims 1 to 5, further comprising:
A front inter-vehicle distance detecting means for detecting a distance between the vehicle traveling ahead and the host vehicle;
The engine operation control means includes
When the distance between the vehicle traveling ahead detected by the front inter-vehicle distance detecting means and the host vehicle is equal to or less than a predetermined distance set in advance, starting and stopping of the engine are prohibited. Vehicle control device. The vehicle control device according to claim 6,
The engine operation control means includes
An engine brake is applied by the engine when a distance between the vehicle traveling ahead detected by the front inter-vehicle distance detection means and the host vehicle is equal to or less than a predetermined distance set in advance. Control device. The vehicle control device according to any one of claims 1 to 5, further comprising:
A rear inter-vehicle distance detecting means for detecting a distance between the vehicle traveling behind and the host vehicle;
The engine operation control means includes
Starting and stopping the engine is prohibited when the distance between the vehicle traveling behind and detected by the rear inter-vehicle distance detecting means is equal to or less than a predetermined distance set in advance. Vehicle control device. The vehicle control device according to any one of claims 1 to 5, further comprising:
Road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle travels,
The engine operation control means includes
The vehicle control device, wherein when the road surface gradient detected by the road surface gradient detection means is larger than a predetermined gradient set in advance, the engine is prohibited from starting and stopping. The vehicle control device according to any one of claims 1 to 5, further comprising:
A booster negative pressure detecting means for detecting a brake booster negative pressure in a brake device mounted on a vehicle;
The engine operation control means includes
2. A vehicle control apparatus, comprising: prohibiting start and stop of the engine when an absolute value of the brake booster negative pressure detected by the booster negative pressure detecting means is not more than a predetermined value set in advance. The vehicle control device according to any one of claims 1 to 10, further comprising:
A control device for a vehicle, comprising: a selection unit that is operated by a driver to select whether to start and stop the engine by the engine operation control unit. The vehicle control device according to any one of claims 1 to 10, further comprising:
A clutch provided on a transmission that is mounted on a vehicle and transmits driving force by the engine is controlled to be in an open state when the engine operation control means stops the engine, and the engine operation control means controls the engine. A vehicle control device comprising clutch control means for controlling an engaged state when operated. The vehicle control device according to any one of claims 1 to 10, further comprising:
A continuously variable transmission that is mounted on a vehicle and transmits the driving force of the engine is provided with a gear ratio control means that changes the gear ratio to the upshift side when the engine operation control means starts and stops the engine. A control apparatus for a vehicle. The vehicle control device according to claim 2,
The stop prediction determination means includes
A vehicle control apparatus that predicts and determines whether or not a traveling vehicle needs to be stopped based on traffic information provided from outside the vehicle. The vehicle control device according to claim 14, wherein
The traffic information is
It is at least one of the information that the traffic light present in front of the traveling vehicle is a red signal, the traffic jam information generated in front of the traveling vehicle, and the information that the curve exists in front of the traveling vehicle. A control device for a vehicle. The vehicle control device according to claim 1,
The engine operation control means includes
When the vehicle travels within a vehicle speed range determined by the lower limit side vehicle speed and the upper limit side vehicle speed set by the vehicle speed range setting means, the engine is started or stopped regardless of the acceleration operation of the vehicle by the driver. A vehicle control device characterized by the above. The vehicle control device according to claim 1,
The engine operation control means includes
A vehicle control device that corrects a deceleration when the engine is stopped and the vehicle is decelerated by coasting according to a gradient of a road surface on which the vehicle is traveling.

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