JP4670208B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control device, and more particularly to a control device that improves fuel efficiency by continuing fuel cut even when a driver requests acceleration during fuel cut.
[0002]
[Prior art]
Conventionally, a powertrain mounted on a vehicle is incorporated in an engine, an automatic transmission, a torque converter provided between the engine and the automatic transmission, and a lock capable of directly connecting the engine and the automatic transmission. It consists of an up clutch. The engine is provided with a fuel injection valve for adjusting the amount of fuel supplied to the engine and a throttle valve for adjusting the amount of air supplied to the engine. When the accelerator is fully closed such as when the vehicle is decelerated, a fuel cut is performed to stop the fuel supply valve of the engine in order to improve fuel efficiency.
[0003]
When the fuel cut is being performed and the driver opens the accelerator, the fuel cut is stopped and the fuel supply is resumed.
[0004]
[Problems to be solved by the invention]
By the way, if the fuel cut is stopped as the driver opens the accelerator as described above, the following problem occurs. For example, while the vehicle is traveling on a gentle downhill, the driver may slowly and slightly open the accelerator to reduce the distance between the vehicle and the vehicle ahead. When the fuel cut is stopped in response to such a driver's slow accelerator operation, not only a large vehicle acceleration occurs in response to the driver's acceleration request, but fuel is wasted. Fuel consumption deteriorates.
[0005]
The present invention has been made to solve the above-described problems, and provides a vehicle control device that responds to a driver's acceleration request and improves fuel efficiency.
[0006]
[Means for Solving the Problems]
A vehicle control device according to a first aspect of the present invention is a control device that controls a vehicle that performs fuel cut of an engine during deceleration. The control device determines whether the driver's acceleration request level is high or low based on the accelerator operation amount of the vehicle, and when the determination device determines that the acceleration request level is low, while maintaining the fuel cut of the engine, Acceleration control means for controlling the vehicle so as to accelerate the vehicle by reducing its running resistance.
[0007]
According to the first invention, at the time of fuel cut, for example, if the driver opens the accelerator slightly or slowly opens the accelerator, it is determined that the degree of acceleration request is low. When the degree of acceleration request is low as described above, the vehicle is accelerated by reducing the running resistance of the vehicle (for example, loosening the engine brake) while maintaining the fuel cut. As a result, it is possible to provide a vehicle control device that responds to a driver's acceleration request and improves fuel efficiency.
[0008]
In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the judging means judges the degree of acceleration request based on the magnitude of the accelerator operation amount.
[0009]
In the vehicle control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the determining means determines whether the acceleration request degree is high or low based on the time change rate of the accelerator operation amount.
[0010]
According to the second and third inventions, the degree of acceleration demand of the driver is reflected in the magnitude of the accelerator operation amount and the time change rate thereof. The degree of acceleration demand of the driver can be determined based on the magnitude of the time change rate or both.
[0011]
In addition to the structure of any one of the first to third aspects, the powertrain control device according to the fourth aspect of the invention increases the amount of air drawn into the engine and decreases the running resistance of the vehicle.
[0012]
In the powertrain control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the acceleration control means reduces the running resistance of the vehicle by setting the transmission of the vehicle to the neutral state. .
[0013]
In the powertrain control device according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fifth aspects, the acceleration control means reduces the running resistance of the vehicle by setting the drive wheels of the vehicle to a free state. .
[0014]
According to the fourth to sixth inventions, the rotational resistance of the drive wheel can be reduced, and the running resistance of the vehicle can be reduced. In order to reduce the running resistance of the vehicle, any one of the control for increasing the amount of air taken into the engine, the control for setting the transmission in the neutral state, and the control for setting the driving wheel in the free state is executed. Alternatively, these controls may be executed in any combination. For example, the above-described control may be executed in combination when the acceleration request level is high so that the travel resistance is decreased as the acceleration request level is increased.
[0015]
In addition to the configurations of the first to sixth inventions, the control device for a vehicle according to the seventh invention evaluates whether or not the driver's acceleration request is satisfied based on the acceleration of the vehicle. An evaluation means is further included. The acceleration control means releases the fuel cut of the engine and accelerates the vehicle by supplying fuel to the engine when the evaluation means evaluates that the acceleration request is not satisfied.
[0016]
According to the seventh aspect of the present invention, when the driver's acceleration request cannot be satisfied by reducing the running resistance of the vehicle, the fuel cut of the engine is released and the vehicle is accelerated by the fuel supply of the engine. It is possible to respond accurately to requests.
[0017]
In the vehicle control apparatus according to the eighth invention, in addition to the configuration of the seventh invention, the evaluation means obtains a target acceleration corresponding to the accelerator operation amount, and determines whether or not the acceleration is equal to or higher than the target acceleration. Evaluate whether the acceleration request is satisfied.
[0018]
In the vehicle control device according to the ninth invention, in addition to the configuration of the seventh or eighth invention, the evaluation means obtains a target acceleration time change rate corresponding to the time change rate of the accelerator operation amount, and calculates the acceleration time. It is evaluated whether or not the acceleration request is satisfied by determining whether or not the rate of change is equal to or higher than the target acceleration time rate of change.
[0019]
According to the eighth and ninth inventions, the driver's acceleration request is satisfied depending on whether the vehicle is accelerating corresponding to the magnitude of the accelerator operation amount of the driver and the time change rate. It can be evaluated whether or not. Therefore, it is determined whether or not the acceleration is equal to or higher than the target acceleration corresponding to the accelerator operation amount, and whether or not the time change rate of the acceleration is equal to or higher than the target acceleration time change rate corresponding to the time change rate of the accelerator operation amount. It is possible to evaluate whether or not the driver's acceleration request is satisfied by determining whether or not to perform both.
[0020]
A control device according to a tenth invention is a control device mounted on a diesel engine in addition to the configuration of the invention according to any one of the first to ninth inventions.
[0021]
According to the tenth aspect of the invention, in particular, in a diesel engine, the differential ratio tends to be high gear in order to improve engine torque characteristics and fuel consumption. Since the engine brake is weakened due to this high gear, the engine brake is often strengthened by controlling the throttle valve to the closed side at the time of fuel cut. For this reason, it is possible to accelerate the vehicle while maintaining the fuel cut by weakening the engine brake. As a result, it is possible to provide a control device that is particularly suitable for a diesel engine and responds to a driver's acceleration request and improves fuel efficiency.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
[0023]
A vehicle on which a control device according to an embodiment of the present invention is mounted will be described. FIG. 1 shows a portion related to the present embodiment for a vehicle equipped with a diesel engine. As shown in FIG. 1, the vehicle includes a power train 1000 from engine 100 to drive wheels 600 and a control circuit 700 that controls power train 1000.
[0024]
The power train 1000 includes a torque converter 200, an automatic transmission 300, a shaft 400, and a free wheel hub 500. Torque converter 200 includes a lockup clutch 210 that can directly connect engine 100 and automatic transmission 300. The lock-up clutch 210 can couple the engine 100 and the automatic transmission 300 in a slipped state, directly coupled, or in a non-engaged state.
[0025]
The engine 100 is connected to the throttle valve 110 that adjusts the amount of air taken into the engine 100, the fuel injection valve 120 that adjusts the amount of fuel supplied to the engine 100, and the throttle valve 110. And an actuator 112 for adjusting the opening degree. The engine 100 is connected to an engine speed detection circuit 150 that detects the engine speed. The torque converter 200 is connected to a slip amount detection circuit 250 that detects the slip amount of the lockup clutch.
[0026]
The freewheel hub 500 can bring the drive wheel 600 into a free state by disengaging the shaft 400 and the drive wheel 600 by a freewheel hub control circuit 750 described later. The wheel provided with the freewheel hub 500 is not limited to two wheels.
[0027]
A control circuit 700 for controlling the powertrain 1000 stops the fuel supply to the engine 100 when a predetermined operating condition is satisfied, such as a throttle valve control circuit 710 for controlling the throttle valve and a vehicle deceleration. A fuel cut control circuit 720 that performs cutting, a slip control circuit 730 that performs feedback control and feedforward control so that the slip amount of the lockup clutch 210 of the torque converter 200 becomes a target value when the engine 100 is fuel cut, etc. An automatic transmission control circuit 740 that performs a predetermined shift by designating a gear position to the automatic transmission 300, and a free wheel hub that controls the locking hub provided in the free wheel hub 500 to bring the drive wheels 600 into a free state. Control circuit 750 The control circuit 700 further includes a storage unit that stores various data (such as a map) and a main memory that temporarily stores data for executing processing.
[0028]
Each control circuit and memory are connected to each other via a bus 760 and can transmit and receive data. The control circuit 700 includes the engine speed from the engine speed detection circuit 150, the slip amount of the lockup clutch from the slip amount detection circuit 250, the accelerator opening from the accelerator opening detection circuit 800, and the vehicle speed detection circuit. The vehicle travel speed from 900 is received.
[0029]
The throttle valve control circuit 710 includes the actuator 112 based on the engine speed, the slip amount, and the accelerator opening detected by the engine speed detection circuit 150, the slip amount detection circuit 250, and the accelerator opening degree detection circuit 800. Is used to control the opening of the throttle valve 110. The throttle valve control circuit 710 has a function of opening the throttle valve 110 when, for example, the engine brake is released.
[0030]
The fuel cut control circuit 720 fully closes the fuel injection valve 120 and stops the supply of fuel to the engine 100 when the operation conditions including a predetermined accelerator opening and the number of revolutions of the engine 100 are satisfied. In addition to such a function, the fuel cut control circuit 720 has a function of controlling the fuel injection valve 120 in a normal operation state.
[0031]
For example, the slip control circuit 730 is connected to the lockup clutch 210 so that the slip amount in the lockup clutch 210 detected by the slip amount detection circuit 250 at the time of fuel cut of the engine 100 becomes a predetermined slip amount. Control the hydraulic circuit.
[0032]
The control circuit 700 will be described as including a throttle valve control circuit 710, a fuel cut control circuit 720, a slip control circuit 730, an automatic transmission control circuit 740, and a freewheel hub control circuit 750. It is not limited to this, A control circuit other than this may be included, and one control circuit which has the function of these control circuits may be sufficient.
[0033]
With reference to FIG. 2 and FIG. 3, the map memorize | stored in the memory | storage part of the control circuit 700 which concerns on this Embodiment is demonstrated. FIG. 2 shows a map in which the target acceleration of the vehicle with respect to the accelerator opening is set, and FIG. 3 shows a map in which the target acceleration time change rate of the vehicle with respect to the time change rate of the accelerator opening is set. As shown in FIGS. 2 and 3, the accelerator opening degree and the target acceleration have a positive correlation, and the accelerator opening time change rate and the target acceleration time change rate have a positive correlation. As shown in FIGS. 2 and 3, the map is not represented by such a continuous function, but may be represented by a discrete function. Further, this map can be made different depending on whether or not the air conditioner is operated, for example. In this case, a plurality of maps are stored in the storage unit, and a map matching the driving conditions is read into the main memory and processed.
[0034]
Referring to FIG. 4, the process executed by control circuit 700 according to the present embodiment has the following control structure.
[0035]
In step (hereinafter, step is abbreviated as S) 100, the control circuit 700 stores the fuel cut execution condition, the map (the target acceleration map for the accelerator opening shown in FIG. 2, the accelerator opening shown in FIG. 3) in the main memory. Read the target acceleration time change rate map).
[0036]
At S102, control circuit 700 detects the accelerator opening and the vehicle speed for a predetermined time. The predetermined time is a time for obtaining the time change rate of the accelerator opening and the time change rate of the vehicle speed. The accelerator opening is detected based on the accelerator opening input from the accelerator opening detection circuit 800, and the vehicle speed is detected based on the vehicle speed input from the vehicle speed detection circuit 900.
[0037]
In S104, control circuit 700 determines whether or not a fuel cut execution condition is satisfied. When the vehicle is decelerating and the accelerator is released and the engine speed is equal to or higher than the predetermined speed, the fuel cut execution condition is satisfied (YES in S104), and the process proceeds to S130. If not (NO in S104), the process proceeds to S106.
[0038]
In S106, control circuit 700 calculates the accelerator opening time change rate. In S108, control circuit 700 determines whether or not the accelerator opening is equal to or greater than a predetermined opening. If the accelerator opening is equal to or greater than a predetermined opening (YES in S108), the process proceeds to S128. If not (NO in S108), the process proceeds to S110.
[0039]
At S110, control circuit 700 determines whether or not the accelerator opening time change rate is equal to or higher than a predetermined change rate. If the accelerator opening time change rate is equal to or higher than a predetermined change rate (YES in S110), the process proceeds to S128. If not (NO in S110), the process proceeds to S112.
[0040]
If the driver opens the accelerator slightly slowly, the process proceeds to S112 based on the determination in S108 and S110.
[0041]
In S 112, control circuit 700 opens throttle valve 110 to a predetermined opening via throttle valve control circuit 710 to increase the amount of air taken into engine 100. As the amount of air taken into engine 100 increases, the engine brake decreases and the vehicle is accelerated.
[0042]
In S114, control circuit 700 calculates the measured acceleration and the measured acceleration time change rate. This process is performed based on the vehicle speed detected in S102.
[0043]
At S116, control circuit 700 determines whether or not the target acceleration of the vehicle is equal to or less than the measured acceleration. If the target acceleration is equal to or lower than the actual acceleration (YES in S116), the process proceeds to S118. If not (NO in S116), the process proceeds to S120. The target acceleration is calculated based on the detected accelerator opening with reference to the map (FIG. 2).
[0044]
At S118, control circuit 700 determines whether the target acceleration time change rate of the vehicle is equal to or less than the measured acceleration time change rate. If the target acceleration time change rate is equal to or less than the actually measured acceleration time change rate (YES in S118), the process proceeds to S130. If not (NO in S118), the process proceeds to S120. The target acceleration time change rate is calculated based on the calculated accelerator opening time change rate with reference to the map (FIG. 3).
[0045]
At S120, control circuit 700 determines whether or not automatic transmission 300 is in the neutral state. If automatic transmission 300 is in the neutral state (YES in S120), the process proceeds to S122. If not (NO in S120), the process proceeds to S124.
[0046]
In S122, control circuit 700 determines whether or not freewheel hub 500 is released. If freewheel hub 500 is released (YES in S122), the process proceeds to S128. If not (NO in S122), the process proceeds to S126.
[0047]
In S124, control circuit 700 instructs automatic transmission control circuit 740 to shift automatic transmission 300 to the neutral state. Thereafter, the process proceeds to S130.
[0048]
At S126, control circuit 700 instructs freewheel hub control circuit 750 to release freewheel hub 500. Thereafter, the process proceeds to S130.
[0049]
In S128, the control circuit 700 causes the freewheel hub control circuit to return the automatic transmission 300 to the normal state in the automatic transmission control circuit 740 so that the throttle valve 110 returns to the normal state in the stall valve control circuit 710. 750 is instructed to return the freewheel hub 500 to the normal state. Thereafter, the process proceeds to S132.
[0050]
In S130, control circuit 700 executes fuel cut. At this time, the fuel injection valve 120 is fully closed via the fuel cut control circuit 720.
[0051]
In S132, control circuit 700 cancels the fuel cut. When the fuel cut is released, fuel is supplied from the fuel injection valve 120 to the engine 100.
[0052]
The operation of the control device based on the above structure and flowchart will be described.
[0053]
First, the fuel cut execution condition and the map (FIGS. 2 and 3) are read into the main memory (S100). The accelerator opening and the vehicle speed are detected for a predetermined time (S102). It is determined whether or not the fuel cut execution condition is satisfied based on the accelerator opening and the engine speed (S104).
[0054]
When the fuel cut execution condition is no longer satisfied (NO in S104), the accelerator opening time change rate is calculated (S106). When accelerator opening is smaller than a predetermined opening (NO in S108) and accelerator opening time change rate is smaller than a predetermined change rate (NO in S110), throttle valve 110 is The valve is opened to a predetermined opening degree. As a result, the engine brake is reduced, that is, the rotational resistance of the drive wheels 600 is reduced, and the vehicle is accelerated.
[0055]
Next, based on the vehicle speed received from the vehicle speed detection circuit 900, the actual acceleration of the vehicle and the actual acceleration time change rate are calculated (S114). If the target acceleration is equal to or lower than the actual acceleration (YES in S116) and the target acceleration time change rate is equal to or lower than the actual acceleration time change rate (YES in S118), fuel cut is executed (S130). .
[0056]
In contrast, when the accelerator opening is equal to or greater than a predetermined opening (YES at S108), or the accelerator opening time change rate is equal to or greater than a predetermined change rate (YES at S110). The fuel cut is released (S132).
[0057]
If the target acceleration is greater than the actual acceleration (NO in S116), or if the target acceleration time change rate is greater than the actual acceleration time change rate (NO in S118), automatic transmission 300 and freewheel hub 500 are Whether or not to continue the fuel cut is determined based on the state. When automatic transmission 300 is in the neutral state (YES at S120) and free wheel hub 500 is released (YES at S122), throttle valve 110, automatic transmission 300 and free wheel hub 500 are in the normal state. Returned (S128), the fuel cut is released (S132).
[0058]
As described above, according to the control apparatus for a vehicle according to the present embodiment, when the accelerator is opened at the time of fuel cut, the acceleration request degree of the driver is determined based on the accelerator opening and the time change rate of the accelerator opening. To be judged. If the degree of acceleration request is low, the vehicle is accelerated by opening the throttle valve and reducing the engine brake while the fuel cut is continued.
[0059]
The vehicle acceleration and acceleration time change rate obtained by this acceleration are compared with the target acceleration and target acceleration time change rate, respectively, to determine whether or not the driver's acceleration request is satisfied. If the driver's acceleration request is not satisfied, the automatic transmission is set to neutral to reduce the running resistance of the vehicle and accelerate the vehicle.
[0060]
If the driver's acceleration request is not satisfied even by this acceleration, the free wheel hub is released to reduce the running resistance of the vehicle and accelerate the vehicle. If this acceleration does not satisfy the driver's acceleration request, the throttle valve, automatic transmission and freewheel hub are returned to their normal state, the fuel cut is released, fuel is supplied to the engine, and the vehicle is accelerated. Let
[0061]
Thus, when the driver opens the accelerator slightly or slowly at the time of fuel cut, the vehicle is accelerated by opening the throttle valve while continuing the fuel cut. If the acceleration request of the driver is not satisfied even by this acceleration, the vehicle is accelerated by further reducing the running resistance of the vehicle while the fuel cut is continued. As a result, it is possible to provide a vehicle control device that can improve fuel efficiency by continuing fuel cut even if the accelerator is opened during fuel cut.
[0062]
<Modification>
Hereinafter, modifications of the embodiment of the present invention will be described. This modification is a modification of the processing in S116 and S118 of FIG. 4 described above. In this modification, if the target acceleration is larger than the actual acceleration (NO in S116), or if the target acceleration time change rate is larger than the actual acceleration time change rate (NO in S118), the process proceeds to S128. Transfer. Thus, if the driver's acceleration request is not satisfied even by acceleration by opening the throttle valve, the fuel cut is released and the vehicle is accelerated.
[0063]
Another modification of the embodiment of the present invention will be described. This modification is a modification of the process when the driver's acceleration request is not satisfied. In this modification, the accelerator opening is greater than or equal to a predetermined opening (YES in S108), or the accelerator opening time change rate is greater than or equal to a predetermined change rate (YES in S110). ) When the target acceleration is larger than the actual acceleration (NO in S116), or when the target acceleration time change rate is larger than the actual acceleration time change rate (NO in S118), the throttle valve opening control, automatic Either one of the transmission control or the freewheel hub control is executed. Thus, any control is performed in a state where the fuel cut is continued, the running resistance of the vehicle is reduced, and the vehicle is accelerated.
[0064]
Another modification of the embodiment of the present invention will be described. This modified example differs in the control target for reducing the running resistance. In this modified example, the vehicle has a function of adjusting air resistance, which is one of running resistances. This function increases the air resistance during vehicle deceleration. If the driver's acceleration request is not satisfied, adjustment is made to reduce the air resistance, and the running resistance is reduced to accelerate the vehicle.
[0065]
Another modification of the embodiment of the present invention will be described. In this modification, the map stored in the storage unit of the control circuit 700 is different. As shown in FIG. 5, this map sets the target acceleration time change rate with respect to the accelerator opening. As shown in FIG. 5, the map does not set the target acceleration time change rate with respect to the accelerator opening change rate, but sets the target acceleration time change rate with respect to the accelerator opening as in this modification. You may do.
[0066]
The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
[Brief description of the drawings]
FIG. 1 is a control block diagram of a vehicle controlled by a control device according to the present invention.
FIG. 2 is a diagram (No. 1) showing a map stored in a memory of a control device according to the present invention.
FIG. 3 is a diagram (No. 2) showing a map stored in a memory of a control device according to the present invention;
FIG. 4 is a flowchart showing a procedure of processing executed by the control device according to the embodiment of the present invention.
FIG. 5 is a diagram showing a map stored in a memory of a control device according to a modification of the embodiment of the present invention.
[Explanation of symbols]
100 Engine, 110 Throttle valve, 120 Fuel injection valve, 112 Actuator, 150 Engine speed detection circuit, 200 Torque converter, 210 Lock-up clutch, 250 Slip amount detection circuit, 300 Automatic transmission, 400 Shaft, 500 Freewheel hub, 600 driving wheel, 700 control circuit, 710 throttle valve control circuit, 720 fuel cut control circuit, 730 slip control circuit, 740 automatic transmission control circuit, 750 freewheel hub control circuit, 800 accelerator opening detection circuit, 900 vehicle speed detection circuit .

Claims (13)

A control device for controlling a vehicle that performs fuel cut of an engine during deceleration,
Determining means for determining the level of acceleration demand of the driver based on the accelerator operation amount of the vehicle;
Even when the driver is requesting acceleration, when the determination means determines that the degree of acceleration request is low, the driver does not request acceleration while maintaining the fuel cut of the engine And an acceleration control means for controlling the vehicle so as to accelerate the vehicle by reducing the running resistance of the vehicle.   The vehicle control device according to claim 1, wherein the determination unit determines whether the acceleration request degree is high or low based on a magnitude of the accelerator operation amount.   The vehicle control device according to claim 1, wherein the determination unit determines whether the acceleration request level is high or low based on a time change rate of the accelerator operation amount.   The vehicle control device according to any one of claims 1 to 3, wherein the acceleration control means increases an amount of air taken into the engine to reduce a running resistance of the vehicle.   5. The vehicle control device according to claim 1, wherein the acceleration control unit sets a transmission of the vehicle to a neutral state to reduce a running resistance of the vehicle.   The vehicle control device according to any one of claims 1 to 5, wherein the acceleration control means sets a driving wheel of the vehicle in a free state to reduce a running resistance of the vehicle. The controller is
Evaluation means for evaluating whether or not the driver's acceleration request is satisfied based on the acceleration of the vehicle,
The acceleration control means releases the fuel cut of the engine and accelerates the vehicle by supplying fuel to the engine when the evaluation means evaluates that the acceleration request is not satisfied. The control apparatus of the vehicle in any one of -6.   The evaluation means evaluates whether the acceleration request is satisfied by obtaining a target acceleration corresponding to the accelerator operation amount and determining whether the acceleration is equal to or greater than the target acceleration. The vehicle control device described in 1.   The evaluation means obtains a target acceleration time change rate corresponding to a time change rate of the accelerator operation amount, and determines whether or not the acceleration time change rate is equal to or higher than the target acceleration time change rate. The vehicle control device according to claim 7 or 8, wherein whether or not is satisfied is evaluated. The determination means determines whether the acceleration request level is high or low by determining whether the accelerator operation amount is smaller than a predetermined amount and whether the time change rate of the accelerator operation amount is lower than a predetermined rate.
In the acceleration control means, even when the driver requests acceleration, the determination means causes the accelerator operation amount to be smaller than the predetermined amount and the time change rate of the accelerator operation amount is lower than the predetermined rate. The vehicle control device according to claim 1, wherein when it is determined to be low, the running resistance of the vehicle is reduced while maintaining the fuel cut.   8. The vehicle control device according to claim 7, wherein the evaluation unit evaluates whether or not the acceleration request is satisfied after the acceleration control unit reduces the running resistance of the vehicle. The acceleration control means sucks into the engine by opening the throttle valve when the determination means determines that the degree of acceleration request is low even when the driver requests acceleration. Reducing the running resistance of the vehicle by executing a first control to increase the amount of air
The evaluation means evaluates whether the acceleration request is satisfied after the execution of the first control;
A second control for setting the transmission of the vehicle to a neutral state; The vehicle control device according to claim 7, wherein the running resistance of the vehicle is further reduced by executing at least one of the controls.   The vehicle control device according to claim 1, wherein the engine is a diesel engine.

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