JP2012116356A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller which properly provides a coasting traveling of a vehicle.SOLUTION: Based on information including signal change timing of a traffic light ahead of the vehicle 2 in the traveling direction, during traveling of vehicle 2 traveling with power generated in a driving source 4, the vehicle controller 7 makes a control to do an acceleration traveling to accelerate the vehicle 2 with the driving source 4 put in a state of operation, and a coasting traveling to let the vehicle 2 coast with the driving source 4 put in a state of non-operation, or makes control to a control to urge a driver to operate for an acceleration traveling or a costing traveling. As a result, the vehicle controller 7 has the effect of appropriately providing the coasting traveling of the vehicle 2.

Description

  The present invention relates to a vehicle control device.

  As a technique related to inertial traveling of a vehicle by a conventional vehicle control device, for example, Patent Document 1 calculates an intersection arrival optimum time for passing through an intersection with a green light and no stop, and uses this intersection arrival optimum time. A vehicle travel control method for determining whether or not a stop point can be reached by the optimal time for reaching an intersection when coasting is started from the current point of the vehicle is disclosed. In this vehicle travel control method, if it is reachable in this determination, coasting is started from the current point, and if it is not reachable, this determination is repeated, and coasting is started when it is reachable.

JP 2010-064576 A

  By the way, the vehicle travel control method described in Patent Document 1 as described above has room for further improvement, for example, in terms of both improvement in fuel consumption and green light / non-stop passage.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can appropriately realize inertial running of a vehicle.

  In order to achieve the above object, a control apparatus for a vehicle according to the present invention is based on information including signal change timing of a traffic light ahead in the traveling direction of the vehicle during traveling of the vehicle traveling by power generated by a drive source. Control for performing acceleration travel for accelerating the vehicle with the drive source in an activated state and inertial travel for traveling the vehicle with the drive source inactivated and the inertial operation or the inertial travel. Control for prompting the operation is executed.

  In the vehicle control device, the control may be executed at a timing earlier than the signal change timing.

  Moreover, in the said vehicle control apparatus, when the said vehicle passes the said signal apparatus, the said drive source shall be made into an operation state.

  Further, in the vehicle control device, when the inertial traveling is performed after reaching the upper limit speed of the vehicle in the acceleration traveling, the vehicle passes through the traffic signal by the signal change timing when the inertial traveling is continued. If it is not possible, the control for performing the accelerated traveling or the control for prompting the operation of the accelerated traveling may be performed.

  Further, the vehicle control device performs the inertial traveling when the inertial traveling is performed to ensure a period during which fuel consumption corresponding to the amount of fuel consumed when the drive source is restarted can be reduced. Can be.

  Further, the vehicle control device prohibits the inertial traveling when the inertial traveling does not ensure a period during which fuel consumption corresponding to the amount of fuel consumed when the drive source is restarted can be reduced. Can be.

  In the vehicle control device, acceleration control can be performed by the driving source up to a vehicle speed at which the vehicle can travel inertially and pass through the traffic light within a time period until the signal change timing.

  In order to achieve the above object, the vehicle control device according to the present invention is an inertial traveling in which the vehicle has a driving source of the vehicle deactivated within a time until a signal change timing of a traffic light ahead in the traveling direction of the vehicle. And acceleration control is performed by the drive source up to a vehicle speed that can pass through the traffic light.

  The vehicle control device according to the present invention has an effect that the vehicle can be properly coasted.

FIG. 1 is a schematic configuration diagram of a vehicle control system according to the embodiment. FIG. 2 is a diagram showing an example of the relationship between signal change timing and vehicle speed. FIG. 3 is a diagram illustrating an example of control by the ECU. FIG. 4 is a diagram illustrating an example of control by the ECU. FIG. 5 is a schematic configuration diagram of a vehicle control system according to a modification.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
1 is a schematic configuration diagram of a vehicle control system according to an embodiment, FIG. 2 is a diagram illustrating an example of a relationship between signal change timing and vehicle speed, and FIGS. 3 and 4 illustrate an example of control by an ECU. FIG. 5 is a schematic configuration diagram of a vehicle control system according to a modification.

  As shown in FIG. 1, the vehicle control system 1 of this embodiment is a system that is mounted on a vehicle 2 and controls the vehicle 2. Here, the vehicle control system 1 constitutes a signal information utilization system that controls traveling of the vehicle 2 using signal information. The vehicle control system 1 includes an engine 4 as an internal combustion engine that generates power for driving the drive wheels (TIRE) 3, and power transmission that transmits the power generated by the engines 4 to the drive wheels 3. A power transmission device 5 that forms a system, an infrastructure information acquisition device 6 that acquires infrastructure (infrastructure) information, and an ECU 7 that serves as a vehicle control device that controls each part of the vehicle 2 are provided.

  The power transmission device 5 includes a transmission (T / M) 51 that shifts and outputs power from the engine 4, a differential gear (DIFF) 52 that is coupled to the transmission 51, and the like. Each part of the vehicle 2 such as the engine 4 is controlled by an ECU 7 as a control device. The transmission 51 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multi-mode manual transmission (MMT), a sequential manual transmission (SMT). ), A so-called automatic transmission such as a dual clutch transmission (DCT). Here, the description will be made assuming that the transmission 51 is an automatic transmission. The operation of the transmission 51 is controlled by the ECU 7.

  Accordingly, when the crankshaft 41 of the engine 4 is rotationally driven, the driving force of the vehicle 2 is transmitted to the driving wheels 3 via the transmission 51, the differential gear 52, and the like of the power transmission device 5, and thereby the driving wheels 3 It is possible to travel forward or backward by rotating.

  The infrastructure information acquisition device 6 acquires infrastructure information around the vehicle 2 that can be acquired by cooperating with the infrastructure. The infrastructure information acquisition device 6 is, for example, a device that transmits / receives various information to / from a road-to-vehicle communication device of the vehicle 2 from a transmission / reception device such as an optical beacon installed on the roadside, a GPS device, a navigation device, a vehicle-to-vehicle communication device, VICS (Vehicle Information and Communication System (road traffic information communication system) It is comprised by various apparatuses, such as an apparatus which receives the information from a center. The infrastructure information acquisition device 6 acquires, as infrastructure information, for example, road information of a road on which the vehicle 2 travels, signal information related to a traffic light ahead of the vehicle 2 in the traveling direction, and the like. The road information typically includes speed limit information on the road on which the vehicle 2 travels, stop line position information on the intersection, and the like. The signal information typically includes signal cycle information such as the lighting cycle of the traffic light, the yellow signal, and the red signal, and signal change timing.

  The ECU 7 controls driving of each part of the vehicle 2 and is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 7 detects detection results from various sensors such as a wheel speed sensor 8 that detects the wheel speed of the vehicle 2, an accelerator opening sensor 9 that detects an accelerator opening corresponding to an operation amount of an accelerator pedal, and the infrastructure information acquisition device 6. An electric signal corresponding to the acquired information is input, and the engine 4, the transmission 51, and the like are controlled according to the input detection result, acquired information, and the like. For example, the ECU 7 can calculate the vehicle speed, which is the traveling speed of the vehicle 2, based on the detection result by the wheel speed sensor 8, and based on the detection result by the accelerator opening sensor 9, It is possible to detect ON / OFF of an accelerator operation that is an acceleration request operation.

  Here, the ECU 7 includes, in terms of functional concept, an engine ECU 71 that controls the engine 4, a T / MECU 72 that controls the transmission 51, an S & SECU 73 that performs control related to a free-run S & S (stop and start) described later, and the like. These are electrically connected to each other and can exchange information such as detection signals, drive signals, and control commands with each other.

  While the vehicle 2 is traveling, the ECU 7 can start or stop the operation of the engine 4 under the control of the engine ECU 71 to switch between the operating state and the non-operating state of the engine 4. Here, the operating state of the engine 4 (the state in which the engine 4 is operated) is a state in which power to be applied to the drive wheels 3 of the vehicle 2 is generated, and thermal energy generated by burning fuel in the combustion chamber is torqued. In this state, the output is in the form of mechanical energy. On the other hand, the non-operating state of the engine 4, that is, the state where the operation of the engine 4 is stopped is a state where the generation of power is stopped, the supply of fuel to the combustion chamber is stopped (fuel cut), and the combustion chamber In this state, the fuel is not burned and no mechanical energy such as torque is output.

  Typically, the ECU 7 transmits an engine stop command to the engine ECU 71 under a predetermined condition as control relating to the free-run S & S while the vehicle 2 is traveling, and the engine ECU 71 sends fuel to the combustion chamber of the engine 4. Execute fuel cut control to stop the supply. Thereby, the ECU 7 can shift to a control in which the operation of the engine 4 is stopped and the vehicle 2 is coasted (coast down), that is, a so-called free-run state. Typically, in the free-run state, the vehicle 2 is in a state in which the connection between the drive wheels 3 and the engine 4 is released in various engagement devices included in the power transmission device 5. As a result, the vehicle control system 1 can perform a so-called free run that stops the fuel consumption of the engine 4 while the vehicle 2 is traveling and causes the vehicle 2 to coast by inertia, thereby improving fuel efficiency. It becomes. Further, the ECU 7 transmits an engine start command to the engine ECU 71 under a predetermined condition as control related to the free-run S & S while the vehicle 2 is coasting, and the engine ECU 71 supplies fuel to the combustion chamber of the engine 4. The engine 2 is restarted and the engine 4 is restarted, so that the vehicle 2 can be returned to normal acceleration traveling that travels with the power generated by the engine 4 again. Further, the ECU 7 can also realize a steady travel section of the vehicle 2 as a whole travel by performing a control that repeats acceleration travel and inertia travel of the vehicle 2.

  Here, the ECU 7 may stop the operation of the engine 4 in accordance with a predetermined free-run operation by the driver and cause the vehicle 2 to coast by inertia, or automatically perform the engine under a predetermined condition regardless of the operation by the driver. 4 may be stopped and the vehicle 2 may be coasted. In addition, the ECU 7 may restart the engine 4 in accordance with a predetermined free-run releasing operation by the driver and cause the vehicle 2 to travel at an accelerated speed. The engine 4 is automatically operated under predetermined conditions regardless of the operation by the driver. May be restarted to accelerate the vehicle 2.

  When the transmission 51 is an automatic transmission as in this embodiment, the ECU 7 turns off the accelerator operation by the driver while the vehicle 2 is traveling, for example, as a predetermined free-run operation by the driver. When a series of operations to turn on the free-run switch 10 or an operation to turn off the accelerator operation with the free-run switch 10 turned on, the operation of the engine 4 is stopped and the vehicle 2 is coasted. . Further, when the transmission 51 is an automatic transmission as in the present embodiment, the ECU 7 performs an accelerator operation by the driver as a predetermined free-run releasing operation by the driver, for example, during coasting of the vehicle 2. When an operation to turn on or an operation to turn off the free-run switch 10 is performed, the engine 4 is restarted and the vehicle 2 is accelerated.

  The ECU 7 of the present embodiment performs acceleration traveling and inertial traveling on the basis of information including signal change timing of a traffic light ahead in the traveling direction of the vehicle 2 during traveling of the vehicle 2 traveling by the power generated by the engine 4. Vehicle control, or acceleration driving or inertial driving control to achieve both improved fuel economy (distance that can be traveled by unit fuel amount) and green light / non-stop passing. 2 coasting is realized. Here, the acceleration travel of the vehicle 2 is travel that accelerates the vehicle 2 with the engine 4 in an operating state, and the inertia travel of the vehicle 2 is travel that causes the vehicle 2 to travel in inertia while the engine 4 is in an inoperative state. is there.

  The ECU 7 of the present embodiment performs acceleration traveling and inertial traveling at a timing earlier than the signal change timing of the traffic light ahead of the vehicle 2 in the traveling direction, typically at a timing earlier than the signal change timing at which the traffic light changes from a green signal to a red signal. Executes automatic control.

  Specifically, the S & SECU 73 of the ECU 7 acquires information on the signal change timing of the traffic signal ahead of the vehicle 2 in the traveling direction, road information, and the like based on the information acquired by the infrastructure information acquisition device 6. Then, the ECU 7 can pass through the stop line position corresponding to the traffic light before the end of the yellow signal of the traffic light when the vehicle 2 travels at a constant vehicle speed according to the signal change timing. The minimum vehicle speed of 2 is calculated.

  Here, in FIG. 2, the horizontal axis represents signal change timing and the vertical axis represents vehicle speed. The travel distance of the vehicle 2 can be expressed by vehicle speed × travel time. Therefore, the vehicle 2 has a reference area S1 (reference for passing through the stop line position) determined by the signal change timing T1 shown in FIG. 2 and the minimum vehicle speed V1 of the vehicle 2 that can pass through the stop line position. If the area (corresponding to the actual travel distance) determined by the actual vehicle speed corresponding to the actual travel of the vehicle 2 and the signal change timing T1 becomes larger than the area S1, the travel direction is determined. This traffic light can be passed without stopping at the stop line position of the traffic light ahead.

  The S & SECU 73 uses this fact to distribute the optimal acceleration traveling and inertial traveling so that the vehicle 2 can pass without stopping at the traffic light by the signal change timing T1 and the fuel consumption can be suppressed as much as possible. decide. For example, the S & SECU 73 calculates the reference area S1 from the acquired signal change timing T1 and the calculated minimum vehicle speed V1. Then, as shown in FIG. 3, the S & SECU 73 sets the acceleration travel period and the inertia travel period so that the area S determined by the signal change timing T1 and the actual vehicle speed is equal to or greater than the reference area S1.

  Here, the S & SECU 73 is, for example, an inertial traveling effective period X (see FIG. 3), which is a period during which fuel consumption corresponding to the amount of fuel consumed when the engine 4 is restarted by the inertial traveling of the vehicle 2 can be reduced. Is set to perform inertial running of the vehicle 2. In other words, the S & SECU 73 prohibits the inertial traveling of the vehicle 2 when, for example, the inertial traveling effective period X is not ensured by the signal change timing T1. The inertial traveling effective period X is set in advance according to an experiment or the like as a period (for example, about 5 seconds) in which the fuel reduction effect by inertial traveling is sufficiently obtained even if the amount of fuel increase at the start of the engine 4 is subtracted. . That is, when setting the inertial travel period, the S & SECU 73 sets the inertial travel period to be equal to or longer than the inertial travel effective period X.

  Then, the engine ECU 71 and the T / MECU 72 control the engine 4 and the transmission 51 automatically according to the acceleration travel period and the inertia travel period set by the S & SECU 73 to automatically perform acceleration travel and inertia travel. Execute. Typically, the ECU 7 performs acceleration control by the engine 4 up to a vehicle speed at which the vehicle 2 can travel inertially and pass the traffic light within the time until the signal change timing. In the example of FIG. 3, the vehicle 2 performs acceleration traveling in a period before time t1, and performs inertial traveling in a period from time t1 to signal change timing (signal change time) T1.

  Further, the ECU 7 has an upper deceleration VL such as a legally limited speed, and when the vehicle speed reaches the upper deceleration VL during acceleration of the vehicle 2, for example, FIG. Perform such control. That is, when the inertial traveling is performed after the vehicle speed reaches the upper limit speed VL of the vehicle 2 in the acceleration traveling and the inertial traveling is continued, the ECU 7 does not pass the traffic light by the signal change timing T1. Then, the engine 4 is restarted to be in an operating state, and control for performing accelerated traveling is executed. In this case, the S & SECU 73 sets a period of acceleration traveling after inertial traveling that is equal to or longer than the inertial traveling effective period X. Then, the engine ECU 71 executes control for automatically restarting the engine 4 after the inertia traveling for the inertia traveling effective period X or longer. In the example of FIG. 4, the vehicle 2 performs acceleration traveling in a period before time t1, and performs inertial traveling in a period from time t1 to time t2. Then, the vehicle 2 accelerates during a period from time t2 to signal change timing (signal change time) T1 when the engine 4 is restarted at time t2.

  As a result, the vehicle 2 executes a control in which the ECU 7 travels in a combination of acceleration traveling and inertia traveling before the signal change timing, for example, even if the vehicle speed decreases during inertia traveling. Since it is possible to increase the vehicle speed by accelerating traveling, it is possible to increase the possibility of passing through the traffic light without stopping at the traffic light, and to reduce fuel consumption and improve fuel efficiency. For example, even when the vehicle 2 shifts to coasting after the vehicle speed of the vehicle 2 is limited during acceleration traveling, the vehicle 2 reliably compensates by performing acceleration traveling after coasting until the signal change timing. You can pass through the traffic light. Therefore, the ECU 7 can achieve both a green light / non-stop passage of the vehicle 2 and an improvement in fuel consumption. In addition, the ECU 7 executes a control for causing the vehicle 2 to travel by combining acceleration traveling and inertial traveling before the signal change timing, so that when the vehicle 2 enters the intersection, the ECU 2 accompanies the inertial traveling of the vehicle 2. The driver's attentional action can be urged by slowing down.

  Further, here, the ECU 7 performs the inertial traveling of the vehicle 2 when the inertial traveling effective period X is ensured, in other words, prohibits the inertial traveling of the vehicle 2 when the inertial traveling effective period X is not ensured. Therefore, the fuel reduction effect by the inertial running of the vehicle 2 can be made more reliable.

  Note that the ECU 7 may set the engine 4 in an operating state when the vehicle 2 passes the traffic light, typically when the vehicle 2 enters the intersection. For example, if S = S1 in the examples of FIGS. 3 and 4, the engine ECU 71 of the ECU 7 is in the non-operating state at the signal change timing T1 when the vehicle 2 passes the stop line position corresponding to the traffic light. If there is, restart it automatically and put it into operation. In a coasting state, the vehicle 2 is basically in a state in which driving torque (driving force) or engine braking torque (braking force) by the engine 4 does not act on the driving wheels 3 and coasts by inertial force. Therefore, the stability of the behavior tends to be relatively lowered, but the stability of the behavior is sufficiently ensured by the engine 4 being in an operating state when the vehicle 2 passes the traffic light as described above. It is possible to appropriately cope with emergency steering or sudden deceleration.

  In the above description, the ECU 7 has been described as executing control that automatically performs acceleration traveling and inertial traveling at a timing earlier than the signal change timing. However, instead of performing automatic traveling control, the notification device 11 ( Control for urging the driver to perform an acceleration traveling operation or an inertial traveling operation may be executed via FIG. Here, the acceleration travel operation is typically a free run release operation such as turning on the accelerator operation, and the inertia travel operation is typically a free run operation such as turning off the accelerator operation. is there.

  The notification device 11 includes, for example, a visual information display device such as an LCD screen and an indicator attached to the navigation device, a sound output device such as a speaker that emits audio information such as sound and buzzer, a handle vibration, a seat vibration, and a pedal reaction force. Any device that can notify the driver of information recommending a free-run operation or a free-run release operation, such as a tactile information output device that outputs tactile information such as

  In this case, as illustrated in FIG. 4, when the inertial traveling is continued after the vehicle speed has reached the upper limit speed VL of the vehicle 2 in the acceleration traveling, the ECU 7 continues the vehicle by the signal change timing T1. When 2 cannot pass through the traffic light, it is preferable to perform control for prompting a free-run releasing operation, which is an acceleration traveling operation, via the notification device 11.

  As a result, in the vehicle 2, the ECU 7 performs information notification that prompts a free-run operation or a free-run release operation before the signal change timing, and the driver is prompted by the notified information to perform a free-run operation or free-run operation at an appropriate timing. By performing the run release operation, it is possible to increase the possibility of passing through the traffic signal without stopping at the traffic signal, and it is possible to reduce fuel consumption and improve fuel efficiency.

  According to the ECU 7 according to the embodiment described above, the engine 4 is based on the information including the signal change timing of the traffic light ahead of the vehicle 2 in the traveling direction of the vehicle 2 while the vehicle 2 is traveling by the power generated by the engine 4. Is executed to perform acceleration running for accelerating the vehicle 2 and inertia running for the vehicle 4 to run in an inactive state, or control for prompting an acceleration running operation or an inertia running operation. . Therefore, for example, the ECU 7 can achieve both a green light / non-stop passage of the vehicle 2 and an improvement in fuel consumption, and can appropriately achieve inertial traveling of the vehicle 2.

  The vehicle control device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  In the above description, the power transmission device 5 has been described as including the transmission 51 as an automatic transmission whose operation is controlled by the ECU 7. However, the power transmission device 5 is not limited to this, and as shown in the modified example of FIG. You may provide the transmission 51A as a transmission. That is, as shown in FIG. 5, the vehicle control system 1A including the ECU 7 of the present embodiment may be applied to a vehicle 2 on which a transmission 51A as a manual transmission is mounted.

  In this case, the vehicle control system 1A includes the power transmission device 5 including a clutch 53A in a power transmission path between the engine 4 and the transmission 51A in addition to the transmission 51A. Various engagement devices can be used for the clutch 53A, and the rotating member on the engine 4 side and the rotating member on the drive wheel 3 side are engaged with each other so as to be able to transmit power according to the clutch operation of the clutch pedal by the driver. It is possible to switch between the engaged state and the released state in which the engagement is released and the engine 4 and the drive wheel 3 are disconnected so as to be unable to transmit power. For the transmission 51A as a manual transmission, any one of a plurality of gear stages or a neutral position that does not transmit power is selected in accordance with the shift operation of the shift lever by the driver.

  Then, the vehicle control system 1A detects that the clutch pedal is not depressed, the clutch stroke sensor 12A for detecting the clutch stroke corresponding to the operation amount of the clutch pedal, instead of the free-run switch 10, the T / MECU 72, and the like. A clutch upper switch 13A, a clutch lower switch 14A for detecting that the clutch pedal is fully depressed are provided. The ECU 7 detects a free-run operation or a free-run release operation by the driver based on detection results by the clutch stroke sensor 12A, the clutch upper switch 13A, and the clutch lower switch 14A.

  When the transmission 51A is a manual transmission, the ECU 7 performs a shift operation as a predetermined free-run operation by the driver, for example, by depressing the clutch pedal and releasing the clutch 53A by the driver while the vehicle 2 is traveling. After the neutral position is selected by the above, when a series of operations for releasing the clutch pedal and re-engaging the clutch 53A is performed, the operation of the engine 4 is stopped and the vehicle 2 is coasted. Further, when the transmission 51A is a manual transmission, the ECU 7 releases the clutch 53A by, for example, depressing the clutch pedal by the driver while the vehicle 2 is coasting as a predetermined free-run releasing operation by the driver. When an operation for changing the state or an operation for turning on the accelerator operation is performed, the engine 4 is restarted and the vehicle 2 is accelerated.

  Even in this case, the ECU 7 operates the engine 4 based on the information including the signal change timing of the traffic light ahead in the traveling direction of the vehicle 2 while the vehicle 2 traveling by the power generated by the engine 4 is traveling. By executing control for accelerating traveling for accelerating the vehicle 2 and inertial traveling for causing the vehicle 4 to travel in an inactive state, or for accelerating operation or inertial traveling operation, The inertial running of the vehicle 2 can be realized appropriately.

  Further, the vehicle described above may be a so-called “hybrid vehicle” provided with a motor generator as an electric motor capable of generating electricity in addition to the engine 4 as a driving source for traveling.

  Further, the free-run operation and the free-run release operation described above are not limited to the operations described above.

  As described above, the vehicle control device according to the present invention is suitable for application to vehicle control devices mounted on various vehicles.

1, 1A Vehicle control system 2 Vehicle 3 Drive wheel 4 Engine (drive source)
5 Power Transmission Device 6 Infrastructure Information Acquisition Device 7 ECU (Vehicle Control Device)
11 Notification devices 51, 51A Transmission 53A Clutch 71 Engine ECU
72 T / MECU
73 S & SECU

Claims (8)

During traveling of a vehicle that travels by power generated by the drive source, based on information including signal change timing of a traffic light ahead in the travel direction of the vehicle, the acceleration source that activates the drive source and accelerates the vehicle, A control for performing inertial traveling in which the driving source is deactivated and the vehicle travels inertially, or control for prompting the acceleration traveling operation or the inertial traveling operation is executed.
Vehicle control device. Executing the control at a timing earlier than the signal change timing;
The vehicle control device according to claim 1. When the vehicle passes through the traffic light, the driving source is activated;
The vehicle control device according to claim 1 or 2. When the inertial traveling is performed after reaching the upper limit speed of the vehicle in the accelerated traveling, and the vehicle cannot pass the traffic signal by the signal change timing if the inertial traveling is continued, the accelerated traveling is performed. Control to perform, or control to prompt the operation of the acceleration traveling,
The vehicle control device according to any one of claims 1 to 3. When the inertial traveling is performed, when a period in which the fuel consumption corresponding to the amount of fuel consumed at the restart of the drive source can be reduced is secured, the inertial traveling is performed.
The vehicle control device according to any one of claims 1 to 4. Prohibiting the inertial running when a period in which the fuel consumption corresponding to the amount of fuel consumed when restarting the drive source is reduced by performing the inertial running is not ensured,
The vehicle control device according to any one of claims 1 to 5. Acceleration control is performed by the drive source up to a vehicle speed at which the vehicle travels through the inertia and can pass through the traffic light within the time until the signal change timing.
The vehicle control device according to any one of claims 1 to 6. Acceleration control is performed by the drive source up to a vehicle speed at which the vehicle can pass through the traffic signal by performing inertial traveling with the drive source of the vehicle deactivated within the time until the signal change timing of the traffic signal ahead of the vehicle traveling direction. Characterized by the
Vehicle control device.

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