Vehicle control device, vehicle control method, and non-transitory storage medium

Abstract

The invention relates to a vehicle control apparatus, a vehicle control method, and a non-transitory storage medium. The control device of the vehicle comprises more than one processor. The one or more processors are configured to: perform feedback control of an acceleration of the vehicle by controlling a driving force of an internal combustion engine installed on the vehicle based on a difference between a requested acceleration of the vehicle from an application and an actual acceleration of the vehicle; calculating a first predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled into a fuel cut state; and controlling the internal combustion engine to enter the fuel cut state without executing the feedback control when a predetermined coasting condition is satisfied and the first predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value.

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method and a non-transitory storage medium. Background Art

[0002] The vehicle disclosed in Japanese Unexamined Patent Application Publication No. 2020-180602 (JP 2020-180602A) includes an internal combustion engine and a control device. When the vehicle is running, when neither the accelerator pedal nor the brake pedal is operated, the control device causes the vehicle to coast. At this time, the control device generates a slight negative driving force, i.e., a slight braking force, on the internal combustion engine. Therefore, the inertial vehicle gradually decelerates. Summary of the invention

[0003] In the technology for inertial running of a vehicle in JP 2020-180602A, feedback control may be performed on the acceleration of the vehicle. In this case, the driving force of the internal combustion engine is adjusted to eliminate the difference between the requested acceleration of the vehicle and the actual acceleration of the vehicle. At this time, the requested driving force of the internal combustion engine may be increased or decreased according to the increase or decrease of the difference between the actual acceleration and the requested acceleration.

[0004] The working state of the internal combustion engine includes an idling state and a fuel cut-off state. The idling state is the lowest combustion state in which the internal combustion engine can continue to work stably. In the fuel cut-off state, the fuel injection to the cylinder is stopped. In the idling state, the driving force of the internal combustion engine is a positive value. In the fuel cut-off state, due to mechanical losses, the driving force of the internal combustion engine is a negative value. The internal combustion engine cannot generate a driving force between the driving force in the idling state and the driving force in the fuel cut-off state.

[0005] For example, suppose that during inertial driving, the internal combustion engine is requested to generate a driving force between the driving force in the idle state and the driving force in the fuel cut state. When feedback control is performed in this state, the internal combustion engine may repeatedly switch from the idle state to the fuel cut state and vice versa. When the internal combustion engine repeatedly switches between the idle state and the fuel cut state, the driving force of the internal combustion engine and even the acceleration of the vehicle repeatedly change sharply. Therefore, the riding comfort of the occupants may be reduced.

[0006] A control device for a vehicle according to a first embodiment of the present disclosure includes one or more processors, the one or more processors being configured to: perform feedback control of the acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application and an actual acceleration of the vehicle; calculate a first predicted acceleration as a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter a fuel cut-off state; and when a predetermined inertial running condition is satisfied and the first predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value, control the internal combustion engine to enter the fuel cut-off state without performing the feedback control

[0007] A control device for a vehicle according to a second scheme of the present disclosure includes one or more processors, which are configured to: perform feedback control of the acceleration of the vehicle by controlling the driving force of an internal combustion engine installed on the vehicle based on the difference between the requested acceleration of the vehicle from an application and the actual acceleration of the vehicle; calculate a second predicted acceleration as a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter an idle state; and when a predetermined inertial driving condition is satisfied and the second predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value and equal to or lower than an upper limit value predetermined as a negative value higher than the lower limit value, control the internal combustion engine to enter the idle state without performing the feedback control.

[0008] The control method of a vehicle according to the third scheme of the present disclosure is executed by a computer installed on the vehicle. The control method includes: performing feedback control of the acceleration of the vehicle by controlling the driving force of an internal combustion engine installed on the vehicle based on the difference between the requested acceleration of the vehicle from an application and the actual acceleration of the vehicle; calculating a first predicted acceleration as a predicted acceleration of the vehicle when the internal combustion engine is assumed to be controlled to enter a fuel cut-off state; and when a predetermined inertial running condition is satisfied and the first predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value, controlling the internal combustion engine to enter the fuel cut-off state without performing the feedback control.

[0009] The control method of a vehicle according to the fourth scheme of the present disclosure is executed by a computer installed on the vehicle. The control method includes: performing feedback control of the acceleration of the vehicle by controlling the driving force of an internal combustion engine installed on the vehicle based on the difference between the requested acceleration of the vehicle from an application and the actual acceleration of the vehicle; calculating a second predicted acceleration as a predicted acceleration of the vehicle when the internal combustion engine is assumed to be controlled to enter an idle state; and when a predetermined inertial running condition is satisfied and the second predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value and equal to or lower than an upper limit value predetermined as a negative value higher than the lower limit value, controlling the internal combustion engine to enter the idle state without performing the feedback control.

[0010] According to the fifth scheme of the present disclosure, a non-temporary storage medium stores instructions that can be executed by a computer installed on a vehicle and causes the computer to perform functions, the functions including: performing feedback control of the acceleration of the vehicle by controlling the driving force of an internal combustion engine installed on the vehicle based on the difference between the requested acceleration of the vehicle from an application and the actual acceleration of the vehicle; calculating a first predicted acceleration as a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter a fuel cut-off state; and when a predetermined inertial driving condition is met and the first predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value, controlling the internal combustion engine to enter the fuel cut-off state without performing the feedback control.

[0011] According to the sixth scheme of the present disclosure, a non-temporary storage medium stores instructions that can be executed by a computer installed on a vehicle and causes the computer to perform functions, the functions including: performing feedback control of the acceleration of the vehicle by controlling the driving force of an internal combustion engine installed on the vehicle based on the difference between the requested acceleration of the vehicle from an application and the actual acceleration of the vehicle; calculating a second predicted acceleration as a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter an idle state; and when a predetermined inertial driving condition is met and the second predicted acceleration is equal to or higher than a lower limit value predetermined as a negative value and equal to or lower than an upper limit value predetermined as a negative value higher than the lower limit value, controlling the internal combustion engine to enter the idle state without performing the feedback control.

[0012] In each of the above-mentioned technical concepts, when the inertial running condition is satisfied, a state of inertial running suitable for gradual deceleration of the vehicle can be achieved while preventing the vehicle acceleration from repeatedly and rapidly changing. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like symbols represent like elements, and wherein:

[0014] Figure 1 is a schematic configuration diagram of a vehicle;

[0015] Figure 2 is a schematic diagram showing possible patterns of predicted acceleration for a set range; and

[0016] Figure 3 : is a flowchart showing the processing procedure of the coasting process. DETAILED DESCRIPTION

[0017] Hereinafter, a control device of a vehicle, a control method of a vehicle, and a control program of a vehicle according to one embodiment will be described with reference to the accompanying drawings.

[0018] Powertrain

[0019] like Figure 1 As shown, the vehicle 100 includes a powertrain 10. The powertrain 10 includes an internal combustion engine 20 and a transmission mechanism 30. The internal combustion engine 20 is a driving source of the vehicle 100. The internal combustion engine 20 includes a plurality of cylinders 22, an intake passage 23, an exhaust passage 27, a throttle valve 24, a fuel injection valve 25 for each cylinder 22, a spark plug 26 for each cylinder 22, and a crankshaft 28. Each cylinder 22 is a space defined in a body 20A of the internal combustion engine 20. The intake passage 23 is a passage for introducing intake air into each cylinder 22. The exhaust passage 27 is a passage for exhausting air from each cylinder 22. The throttle valve 24 adjusts the amount of intake air introduced into each cylinder 22. The fuel injection valve 25 supplies fuel into the cylinder 22. The spark plug 26 ignites the fuel in the cylinder 22. The crankshaft 28 rotates in response to the combustion of the fuel in the cylinder 22.

[0020] Although illustration is omitted, the internal combustion engine 20 includes a plurality of sensors for detecting information about the operating conditions of the internal combustion engine 20. Examples of the sensors include an air flow meter. The air flow meter detects the intake air amount. Examples of the sensors include a crankshaft position sensor. The crankshaft position sensor detects the rotational position of the crankshaft 28. Each sensor outputs a signal based on the information detected by itself to the ECU group 200 described later.

[0021] The transmission mechanism 30 transmits the rotation of the crankshaft 28 to the wheels 40. The transmission mechanism 30 includes an automatic transmission 31 that changes and outputs the rotation speed of the crankshaft 28, an axle 41 connected to the wheels 40, etc. The axle 41 serves as an output shaft of the transmission mechanism 30.

[0022] Hydraulic brakes

[0023] The vehicle 100 includes a plurality of hydraulic brakes 50 . Figure 1Only one of the plurality of hydraulic brakes 50 is shown as a representative. The hydraulic brake 50 is provided for each wheel 40 of the vehicle 100. The hydraulic brake 50 includes a rotor 51, a friction member 52, and a hydraulic mechanism 53. The rotor 51 rotates together with the wheel 40. The friction member 52 is pressed against the rotor 51 by operating based on hydraulic pressure. The hydraulic mechanism 53 generates hydraulic pressure for operating the friction member 52. The hydraulic brake 50 constitutes a braking device.

[0024] Information acquisition device

[0025] The vehicle 100 includes a plurality of information acquisition devices. The information acquisition device includes a device for detecting the driving state of the vehicle 100. An example of this type of information acquisition device includes a vehicle speed sensor 101 that detects the vehicle speed as the driving speed of the vehicle 100. An example of this type of information acquisition device includes an acceleration sensor 102 that detects the acceleration of the vehicle 100. Here, the acceleration of the vehicle 100 refers to the acceleration along the longitudinal axis direction of the vehicle 100. The information acquisition device includes a device for detecting surrounding information or position information of the vehicle 100. An example of this type of information acquisition device includes a camera 103 that captures an image of the surroundings of the vehicle 100. An example of this type of information acquisition device includes a position receiver 104 that receives information about the current position coordinates of the vehicle 100 from a global positioning satellite. The information acquisition device includes a switch that acquires instructions from the driver. An example of this type of information acquisition device includes an indication switch 105 that is to be used by the occupant to indicate a target vehicle speed to the application AP described later. An example of this type of information acquisition device includes an ignition switch 106 that is to be used by the occupant to give an instruction to start the vehicle 100. The ignition switch 106 is also referred to as a “start switch” or a “system start switch.” Each information acquisition device outputs a signal based on information acquired by itself to the ECU group 200 described later.

[0026] The acceleration of the above-mentioned vehicle 100 takes a positive value or a negative value. Herein, the sign of the acceleration of the vehicle 100 is processed as follows. That is, when the vehicle 100 accelerates forward, the acceleration of the vehicle 100 takes a positive value, and when the vehicle 100 accelerates backward, the acceleration of the vehicle 100 takes a negative value.

[0027] Navigation device

[0028] The vehicle 100 includes a navigation device 110. The navigation device 110 pre-stores map data. The map data includes a plurality of nodes and a plurality of links. Each node indicates a position coordinate expressed in latitude and longitude. Each link is defined as a line segment connecting adjacent nodes. Each link indicates a road. The map data includes information about the road surface slope between adjacent nodes. The navigation device 110 acquires the current position coordinates of the vehicle 100 received by the position receiver 104. Therefore, the navigation device 110 always grasps the current position of the vehicle 100 on the map data. The navigation device 110 outputs various types of information grasped from the map data to the ECU group 200 described later as needed.

[0029] Drive system ECU

[0030] The vehicle 100 includes an ECU group 200. The ECU group 200 includes a plurality of ECUs. The term "ECU" is an abbreviation of "electronic control unit". The ECUs can exchange information with each other via an internal bus (not shown). Each ECU will be described separately below.

[0031] The vehicle 100 includes a drive system ECU 71. The drive system ECU 71 is a computer including a processing circuit. The processing circuit includes a central processing unit (CPU), a nonvolatile memory, and a volatile memory. The nonvolatile memory pre-stores various programs describing the processing to be performed by the CPU and various types of data required for the CPU to execute the programs. The drive system ECU 71 controls the power transmission system 10 including the internal combustion engine 20 based on the instruction information from the integrated ECU 60 described later. When controlling the internal combustion engine 20, the drive system ECU 71 causes the target devices such as the throttle 24, the fuel injection valve 25, and the spark plug 26 to operate. When the fuel is burned in the cylinder 22, the crankshaft 28 rotates. The internal combustion engine 20 generates a driving force. That is, the drive system ECU 71 controls the driving force of the internal combustion engine 20 by causing the target device to operate. The drive system ECU 71 also controls components of the transmission mechanism 30 such as the automatic transmission 31. Through these processes of the internal combustion engine 20 and the transmission mechanism 30, the drive system ECU 71 controls the driving force generated by the internal combustion engine 20, and thus controls the driving force generated by the powertrain 10. The drive system ECU 71 controls the internal combustion engine 20 to enter a fuel cut-off state or an idle state as required. The fuel cut-off state is a state in which the fuel supply to the cylinder 22 is stopped, that is, a state in which the combustion of the fuel in the internal combustion engine 20 is stopped. The idle state is a state in which the internal combustion engine 20 continues to burn fuel and maintains the rotation speed of the crankshaft 28 at an idle speed. The idle speed is the minimum rotation speed of the crankshaft 28 at which the internal combustion engine 20 can continue to work stably. The driving force generated by the internal combustion engine 20 will be referred to as "the driving force of the internal combustion engine 20" hereinafter. The driving force generated by the powertrain 10 will be referred to as "the driving force of the powertrain 10".

[0032] The drive system ECU 71 always grasps the current operating state of the power transmission system 10 based on the details of the control of the internal combustion engine 20 (such as the fuel injection amount), the control details of the transmission mechanism 30 (such as the gear ratio of the automatic transmission 31), and the information from various sensors in the vehicle 100. The drive system ECU 71 repeatedly calculates the basic driving force, the fuel cut-off driving force, and the idle driving force based on the operating state, etc. The basic driving force is the driving force of the power transmission system 10 at the current time point. The fuel cut-off driving force is the driving force of the power transmission system 10 when the internal combustion engine 20 is controlled to enter the fuel cut-off state under the same conditions as the current time point. "The same conditions" means that the values ​​of all parameters related to the operation of the power transmission system 10 are the same except for the control details of the internal combustion engine 20. Examples of parameters related to the operation of the power transmission system 10 include the gear ratio of the transmission mechanism 30 (including the gear ratio of the automatic transmission 31). Examples of parameters related to the operation of the power transmission system 10 include the vehicle speed. The vehicle speed is related to the rotation speed of the axle 41 as the output shaft of the transmission mechanism 30. The idle driving force is the driving force of the power transmission system 10 when the internal combustion engine 20 is controlled to enter the idle state under the same conditions as the current time point. The idle driving force is greater than the fuel cut-off driving force. The drive system ECU 71 outputs the calculated basic driving force, fuel cut-off driving force, and idle driving force to the integrated ECU 60 described later.

[0033] The driving force of the powertrain 10 takes a positive value or a negative value. For example, the fuel cut driving force is a negative value. In the vehicle 100 traveling forward, a positive driving force accelerates the vehicle 100, while a negative driving force decelerates the vehicle 100.

[0034] Brake ECU

[0035] The vehicle 100 includes a brake ECU 72. The brake ECU 72 is a computer including a processing circuit. The processing circuit includes a CPU, a nonvolatile memory, and a volatile memory. The nonvolatile memory stores in advance various programs describing the processing to be performed by the CPU and various types of data required for the CPU to execute the programs. The brake ECU 72 controls each hydraulic brake 50 based on instruction information from the integrated ECU 60 described later. The brake ECU 72 operates the hydraulic mechanism 53 when controlling the hydraulic brake 50. When the friction member 52 is pressed against the rotor 51, a braking force is generated in the vehicle 100. That is, the brake ECU 72 controls the braking force of the hydraulic brake 50 by operating the hydraulic mechanism 53.

[0036] Command ECU

[0037] The vehicle 100 includes a command ECU 80. The command ECU 80 is a computer including a processing circuit. The processing circuit includes a CPU, a nonvolatile memory, and a volatile memory. The nonvolatile memory pre-stores various programs describing the processing to be performed by the CPU and various types of data required for the CPU to execute the programs. Examples of the programs stored in the nonvolatile memory include a plurality of application programs AP for controlling the movement of the vehicle 100. Figure 1 Three of the plurality of application programs AP are shown as representatives. The command ECU 80 functions as an execution device that executes the application programs AP stored therein. Examples of the application programs AP include an adaptive cruise control (ACC) application program A1 that implements functions such as traveling at a constant target vehicle speed and following a leading vehicle. Examples of the application programs AP include an autonomous driving (AD) application program A2 that implements an autonomous driving function for making the vehicle 100 travel autonomously without a driver's operation. The command ECU 80 executes necessary application programs AP based on information from the information acquisition device as needed.

[0038] When executing a specific application AP, the command ECU 80 outputs motion request information indicating a motion request for the application AP to be executed. Specifically, the command ECU 80 outputs a requested acceleration as the motion request information. The requested acceleration is a requested value for the acceleration of the vehicle 100. In addition to the requested acceleration, the command ECU 80 may output an inertia driving request signal as the motion request information. The inertia driving request signal is a signal for requesting the vehicle 100 to decelerate by inertia driving. In the following description, the content mainly related to the command ECU 80 may be described as the content mainly related to the application AP to be executed. For example, the command ECU 80 outputting an inertia driving request signal is described as the application AP outputting an inertia driving request signal.

[0039] Coasting request signal

[0040] A case where the application AP outputs an inertia travel request signal will be described. When there is no preceding vehicle, the application AP, such as the ACC application A1 or the AD application A2, outputs a request acceleration so that the actual vehicle speed is consistent with the target vehicle speed. For example, the target vehicle speed is specified by the occupant using the indicator switch 105 or is set by the application AP itself based on information from the camera 103. Depending on the driving condition of the vehicle 100, the actual vehicle speed may exceed the target vehicle speed. In this case, the application AP outputs a negative request acceleration to decelerate the vehicle 100 until the actual vehicle speed drops to the target vehicle speed. In the case where the actual vehicle speed exceeds the target vehicle speed, when the absolute value of the difference between the actual vehicle speed and the target vehicle speed is equal to or less than a predetermined value, the application AP outputs an inertia travel request signal and a request acceleration. For example, after the actual vehicle speed has exceeded the target vehicle speed, the application AP continues to output an inertia travel request signal until the actual vehicle speed drops to the target vehicle speed. The predetermined value is predetermined by experiment or simulation as a value capable of eliminating the difference between the actual vehicle speed and the target vehicle speed, for example, on a scale of several seconds when the vehicle 100 is decelerated by coasting without using the hydraulic brake 50. Thus, the condition for outputting the coasting request signal is that the actual vehicle speed is higher than the target vehicle speed and the difference between the actual vehicle speed and the target vehicle speed is equal to or less than the predetermined value.

[0041] Examples of situations where the actual vehicle speed exceeds the target vehicle speed include situations where the target vehicle speed is reduced while the vehicle 100 is traveling at a constant target vehicle speed. Examples of situations where the actual vehicle speed exceeds the target vehicle speed include situations where the target vehicle speed stops increasing as the actual vehicle speed increases as the target vehicle speed continues to increase. In this case, the actual vehicle speed temporarily exceeds the target vehicle speed in association with the response of the actual vehicle speed to the target vehicle speed. Examples of situations where the actual vehicle speed exceeds the target vehicle speed also include the following situations. That is, when the actual vehicle speed has exceeded the target vehicle speed in response to the occupant's depression of the accelerator pedal, the occupant releases the accelerator pedal, and the application AP takes over control of the travel of the vehicle 100 from the occupant.

[0042] Comprehensive ECU

[0043] The vehicle 100 includes an integrated ECU 60. The integrated ECU 60 constitutes a control device of the vehicle 100. The integrated ECU 60 is a computer including a processing circuit 62. The processing circuit 62 includes a CPU 62A, a nonvolatile memory 62B, and a volatile memory 62C. The nonvolatile memory 62B pre-stores various control programs 62P describing the processing to be performed by the CPU 62A and various types of data required for the CPU 62A to execute the control program 62P. When the CPU 62A of the integrated ECU 60 executes the control program 62P stored in the nonvolatile memory 62B, the integrated ECU 60 functions as a motion manager that manages motion requests from the application program AP. That is, the integrated ECU 60 is a control entity of the control method of the vehicle 100. The function of the integrated ECU 60 used as a motion manager will be described below.

[0044] The integrated ECU 60 always receives motion request information from the application program AP. When the motion request information is obtained from the application program AP, the integrated ECU 60 controls the powertrain system 10 and each hydraulic brake 50 to realize the motion request from the application program AP. At this time, the integrated ECU 60 outputs instruction information related to the control of the powertrain system 10 to the drive system ECU 71. The instruction information related to the control of the powertrain system 10 includes the requested driving force of the powertrain system 10. In response to the instruction information, the drive system ECU 71 controls the powertrain system 10 including the internal combustion engine 20. As described above, since the integrated ECU 60 outputs instruction information for controlling the powertrain system 10, the control entity of the internal combustion engine 20 and even the powertrain system 10 is the integrated ECU 60. Similarly, the integrated ECU 60 outputs instruction information related to the control of the hydraulic brake 50 to the brake ECU 72 to realize the motion request. The instruction information related to the control of the hydraulic brake 50 includes the requested braking force of the hydraulic brake 50. In response to the instruction information, the brake ECU 72 controls the hydraulic brake 50. Since the integrated ECU 60 outputs instruction information for controlling the hydraulic brake 50 , the control entity of the hydraulic brake 50 is the integrated ECU 60 .

[0045] The integrated ECU 60 can perform feedback control of the acceleration of the vehicle 100 to realize the motion request of the application program AP. When performing feedback control, the integrated ECU 60 adjusts the driving force of the internal combustion engine 20 and even the powertrain 10 to reduce the difference between the requested acceleration from the application program AP and the actual acceleration WQ of the vehicle 100. That is, the integrated ECU 60 controls the driving force of the internal combustion engine 20 based on the difference between the requested acceleration from the application program AP and the actual acceleration WQ of the vehicle 100. Through this operation, the integrated ECU 60 performs feedback control of the acceleration of the vehicle 100. When performing feedback control, the integrated ECU 60 can also control the braking force of the hydraulic brake 50. In the present embodiment, the integrated ECU 60 calculates the actual acceleration WQ based on the acceleration detected by the acceleration sensor 102 and the value obtained by differentiating the vehicle speed detected by the vehicle speed sensor 101.

[0046] Overview of Coasting Handling

[0047] As a function of the motion manager, the integrated ECU 60 can execute the inertia running process. When a predetermined inertia running condition is satisfied, the integrated ECU 60 executes the inertia running process. The inertia running condition of the present embodiment is that the integrated ECU 60 has acquired an inertia running request signal from the application program AP.

[0048] The integrated ECU 60 pre-stores the lower limit value and the upper limit value of the set range R related to the acceleration of the vehicle 100 as information to be used in the inertial travel processing. The set range R is the range of acceleration allowed when the vehicle 100 is inertial travel. The inertial travel lower limit value RD, which is the lower limit value of the set range R, is predetermined as a negative value. The inertial travel upper limit value RU, which is the upper limit value of the set range R, is also predetermined as a negative value. For example, the inertial travel upper limit value RU is slightly less than zero. The inertial travel lower limit value RD and the inertial travel upper limit value RU are predetermined as boundary values ​​of the set range R through experiments or simulations, at which the occupants can obtain a smooth deceleration feeling when the vehicle 100 is inertial travel.

[0049] In the inertial travel processing, the integrated ECU 60 calculates the first predicted acceleration W1 and the second predicted acceleration W2. The first predicted acceleration W1 is a predicted acceleration of the vehicle 100 based on the driving state of the vehicle 100 when the first predicted acceleration W1 is calculated, assuming that the internal combustion engine 20 is controlled to enter a fuel cut-off state. The second predicted acceleration W2 is a predicted acceleration of the vehicle 100 based on the driving state of the vehicle 100 when the second predicted acceleration W2 is calculated, assuming that the internal combustion engine 20 is controlled to enter an idle state. The first predicted acceleration W1 is repeatedly calculated throughout the period in which the application AP continues to output the inertial travel request signal. The same applies to the second predicted acceleration W2.

[0050] In the inertial running process, the integrated ECU 60 changes the control mode of the internal combustion engine 20 according to the magnitudes of the first predicted acceleration W1 and the second predicted acceleration W2 relative to the set range R. Figure 2 As shown, for the setting range R, the first predicted acceleration W1 and the second predicted acceleration W2 have the following five possible modes.

[0051] (First Mode) The first predicted acceleration W1 is equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU, and the second predicted acceleration W2 is higher than the coasting upper limit value RU.

[0052] (Second Mode) The first predicted acceleration W1 is lower than the coasting lower limit value RD, and the second predicted acceleration W2 is equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU.

[0053] (Third Mode) The first predicted acceleration W1 and the second predicted acceleration W2 are both equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU.

[0054] (Fourth Mode) Both the first predicted acceleration W1 and the second predicted acceleration W2 are higher than the coasting upper limit value RU.

[0055] (Fifth Mode) Both the first predicted acceleration W1 and the second predicted acceleration W2 are lower than the coasting lower limit value RD.

[0056] The integrated ECU 60 controls the internal combustion engine 20 in various modes as described below. In the first mode, the integrated ECU 60 controls the internal combustion engine 20 to enter a fuel cut-off state without performing feedback control of acceleration. In the second mode, the integrated ECU 60 controls the internal combustion engine 20 to enter an idle state without performing feedback control of acceleration. In the third mode, the integrated ECU 60 controls the internal combustion engine 20 to enter a fuel cut-off state without performing feedback control of acceleration. In the fourth mode, the integrated ECU 60 performs feedback control of acceleration by controlling both the driving force of the internal combustion engine 20 and the braking force of each hydraulic brake 50. In this case, the integrated ECU 60 calculates a set acceleration WN as a new request acceleration, replacing the request acceleration from the application program AP. The integrated ECU 60 performs feedback control based on the difference between the set acceleration WN and the actual acceleration WQ. In the fifth mode, the integrated ECU 60 performs feedback control of acceleration by controlling the driving force of the internal combustion engine 20. In this case, as in the fourth mode, the integrated ECU 60 performs feedback control based on the difference between the set acceleration WN and the actual acceleration WQ.

[0057] Details of inertia handling

[0058] When the inertial running condition is satisfied, that is, when the inertial running request is obtained from the application AP, the integrated ECU 60 starts the inertial running process. The integrated ECU 60 repeatedly executes the inertial running process while the application AP is outputting the inertial running request signal (that is, while the inertial running request is obtained from the application AP). While the inertial running process is being executed, the integrated ECU 60 cancels the process that is normally executed to implement the motion request from the application AP. When the application AP finishes outputting the inertial running request signal, the integrated ECU 60 stops executing the inertial running process and resumes the normal process.

[0059] When the coasting process starts, the integrated ECU 60 first executes Figure 3 The processing of step S100 shown. In step S100, the integrated ECU 60 calculates the first predicted acceleration W1 and the second predicted acceleration W2. When calculating the first predicted acceleration W1, the integrated ECU 60 obtains the latest fuel cut-off driving force calculated by the drive system ECU 71. The integrated ECU 60 calculates the first predicted acceleration W1 based on the fuel cut-off driving force. For example, the integrated ECU 60 calculates the first predicted acceleration W1 as follows. The integrated ECU 60 divides the fuel cut-off driving force by the standard weight of the vehicle 100 stored in advance. In this way, the integrated ECU 60 calculates the fuel cut-off conversion value by converting the fuel cut-off driving force into the acceleration dimension. Next, the integrated ECU 60 obtains the latest basic driving force calculated by the drive system ECU 71. The integrated ECU 60 calculates the basic conversion value by dividing the basic driving force by the standard weight. Next, the integrated ECU 60 calculates the latest actual acceleration WQ. As described above, the integrated ECU 60 calculates the actual acceleration WQ based on the acceleration of the vehicle 100 detected by the acceleration sensor 102 and the vehicle speed detected by the vehicle speed sensor 101. After calculating the actual acceleration WQ and the basic conversion value, the integrated ECU 60 adjusts the fuel cut-off conversion value based on the magnitude relationship between the two values. The integrated ECU 60 sets the adjusted value as the first predicted acceleration W1. The difference between the actual acceleration WQ and the basic conversion value reflects, for example, an increase or decrease in the actual acceleration WQ relative to the basic conversion value depending on the road surface gradient. In the first predicted acceleration W1, the driving condition of the vehicle 100 depending on the road surface gradient is taken into account.

[0060] As described above, in step S100, in addition to the first predicted acceleration W1, the integrated ECU 60 also calculates the second predicted acceleration W2. When calculating the second predicted acceleration W2, the integrated ECU 60 uses the idle driving force instead of using the fuel cut driving force when calculating the first predicted acceleration W1. The integrated ECU 60 calculates the second predicted acceleration W2 based on the idle driving force by the same method as the first predicted acceleration W1. That is, when calculating the second predicted acceleration W2, the integrated ECU 60 first obtains the latest idle driving force from the drive system ECU 71. The integrated ECU 60 calculates the second predicted acceleration W2 by converting the idle driving force into an acceleration dimension and adjusting the conversion value based on the magnitude relationship between the actual acceleration WQ and the basic conversion value. Further description of the calculation of the second predicted acceleration W2 will be omitted. When calculating the first predicted acceleration W1 and the second predicted acceleration W2, the integrated ECU 60 advances the process to step S110. As can be seen from the method for determining the fuel cut driving force used as the basis of the first predicted acceleration W1, the first predicted acceleration W1 of the present embodiment is basically the acceleration of the vehicle 100 assuming that the internal combustion engine 20 is controlled to enter the fuel cut state at the current time point. Similarly, the second predicted acceleration W2 is the acceleration of the vehicle 100 assuming that the internal combustion engine 20 is controlled to enter the idle state at the current time point.

[0061] In step S110 , the integrated ECU 60 determines whether the second predicted acceleration W2 is within the set range R. When the second predicted acceleration W2 is equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU (step S110 : YES), the integrated ECU 60 advances the process to step S120 .

[0062] In step S120, the integrated ECU 60 determines whether the first predicted acceleration W1 is within the set range R. The integrated ECU 60 basically determines whether the first predicted acceleration W1 is equal to or higher than the coasting lower limit value RD. When the first predicted acceleration W1 is equal to or higher than the coasting lower limit value RD (step S120: Yes), the integrated ECU 60 advances the processing to step S130. The case where the determination result is "Yes" in step S120 is the case of the third mode described above.

[0063] In step S130, the integrated ECU 60 outputs the first instruction information to the drive system ECU 71. The first instruction information is an instruction of the fuel cut-off driving force as the requested driving force of the power transmission system 10. In addition to the instruction of the driving force itself, the first instruction information also includes an instruction to control the internal combustion engine 20 to enter the fuel cut-off state. In response to the first instruction information, the drive system ECU 71 controls the internal combustion engine 20 to enter the fuel cut-off state. The integrated ECU 60 continuously outputs the first instruction information within a predetermined control period (such as one second). After outputting the first instruction information within the control period, the integrated ECU 60 terminates the processing of step S130. Then, the integrated ECU 60 returns the processing to step S100. The integrated ECU 60 performs the inertial travel processing from the beginning. In step S130, the drive system ECU 71 maintains the details of the control of the power transmission system 10 other than the internal combustion engine 20 at the start of the processing of step S130. Therefore, when the processing of step S130 is being executed, the transmission ratio of the transmission mechanism 30 is maintained constant. Although detailed description will be omitted, in steps S140 and S220 described later, the transmission ratio of the transmission mechanism 30 is maintained at the transmission ratio at the start of each process as in step S130. In step S130, the integrated ECU 60 outputs instruction information indicating zero braking force to the brake ECU 72.

[0064] Regarding step S130, the drive system ECU 71 is configured to function as follows. That is, after the output of the first indication information ends with the end of step S130, the drive system ECU 71 maintains the powertrain 10 in the control state at the end of the processing of step S130 until the next indication information is acquired. The same applies to steps S140 and S220 described later. That is, after the processing of steps S140 and S220, the drive system ECU 71 maintains the powertrain 10 in the control state at the end of each processing until the next indication information is acquired. The same applies to the brake ECU 72.

[0065] If the first predicted acceleration W1 is lower than the coasting lower limit value RD in step S120 (step S120: No), the integrated ECU 60 advances the process to step S140. The case where the determination result in step S120 is "No" is the case of the second mode described above.

[0066] In step S140, the integrated ECU 60 outputs the second indication information to the drive system ECU 71. The second indication information is an indication of the idle driving force as the requested driving force of the power transmission system 10. In addition to the indication of the driving force itself, the second indication information also includes an indication of controlling the internal combustion engine 20 to enter the idle state. In response to the second indication information, the drive system ECU 71 controls the internal combustion engine 20 to enter the idle state. As in step S130, the integrated ECU 60 continuously outputs the second indication information during the control period. After outputting the second indication information during the control period, the integrated ECU 60 terminates the processing of step S140. Then, the integrated ECU 60 returns the processing to step S100. The indication information for the brake ECU 72 in step S140 is processed in the same manner as in step S130.

[0067] When the second predicted acceleration W2 is lower than the coasting lower limit value RD or higher than the coasting upper limit value RU in step S110 (step S110 : NO), the integrated ECU 60 advances the process to step S200 .

[0068] In step S200, the integrated ECU 60 determines whether the first predicted acceleration W1 is within the set range R. When the first predicted acceleration W1 is equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU (step S200: Yes), the integrated ECU 60 advances the processing to step S130. The processing of step S130 is as described above. The case where the determination result is "Yes" in step S200 is the case of the above-mentioned first mode.

[0069] If the first predicted acceleration W1 is lower than the coasting lower limit value RD or higher than the coasting upper limit value RU in step S200 (step S200: No), the integrated ECU 60 proceeds with the process to step S210. If the determination result in step S200 is No, it is in the fourth mode or the fifth mode.

[0070] In step S210, the integrated ECU 60 calculates the set acceleration WN as a new requested acceleration, replacing the requested acceleration from the application program AP. Specifically, the integrated ECU 60 calculates the inertia running intermediate value, which is an intermediate value between the inertia running lower limit value RD and the inertia running upper limit value RU. The integrated ECU 60 sets the inertia running intermediate value as the set acceleration WN. The integrated ECU 60 erases the requested acceleration and the inertia running request signal acquired from the application program AP. The integrated ECU 60 changes the setting to process the set acceleration WN as the requested acceleration. The integrated ECU 60 advances the processing to step S220.

[0071] In step S220, the integrated ECU 60 performs feedback control of acceleration. Specifically, the integrated ECU 60 repeats the following series of feedback processing. In the feedback processing, the integrated ECU 60 first calculates the latest actual acceleration WQ based on multiple detection information from the acceleration sensor 102 and the vehicle speed sensor 101. The integrated ECU 60 calculates the acceleration difference by subtracting the actual acceleration WQ from the set acceleration WN. The integrated ECU 60 calculates the driving force of the powertrain 10 and the braking force of each hydraulic brake 50 required to eliminate the acceleration difference. The integrated ECU 60 outputs multiple indication information of the driving force and the braking force to the drive system ECU 71 and the brake ECU 72 based on the calculated values. The feedback processing is performed in the above manner. The integrated ECU 60 repeats the feedback processing within the control period. When the control period has passed since the start of the processing of step S220, the integrated ECU 60 terminates the processing of step S220. Then, the integrated ECU 60 returns the processing to step S100.

[0072] Regarding the control of the power transmission system 10 and the hydraulic brake 50 in step S220, it can be described as follows. As in the fourth mode described above, when both the first predicted acceleration W1 and the second predicted acceleration W2 are higher than the inertia running upper limit value RU, the integrated ECU 60 basically controls the internal combustion engine 20 to enter the fuel cut-off state and increases or decreases the braking force of the hydraulic brake 50. As in the fifth mode described above, when both the first predicted acceleration W1 and the second predicted acceleration W2 are lower than the inertia running lower limit value RD, the integrated ECU 60 basically sets the braking force of the hydraulic brake 50 to zero and increases or decreases the driving force of the internal combustion engine 20 and even the power transmission system 10.

[0073] Operation of the Embodiment

[0074] If the application program AP outputs the coasting request signal in the first mode or the third mode (step S120: Yes, step S200: Yes), the integrated ECU 60 controls the internal combustion engine 20 to enter the fuel cut state (step S130). Figure 2 As shown, the actual acceleration WQ of the vehicle 100 reaches a value close to the first predicted acceleration W1. For example, when the situation of the first mode or the third mode continues for a period during which the application program AP continues to output the coasting request signal, the integrated ECU 60 continues to control the internal combustion engine 20 to enter the fuel cut state during this period. Figure 2 In the illustrated first and third modes, the actual acceleration WQ is shown as a value lower than the first predicted acceleration W1, but this is for convenience. The same applies to the other modes.

[0075] If the application program AP outputs the coasting request signal in the second mode (step S120: No), the integrated ECU 60 controls the internal combustion engine 20 to enter the idle state (step S140). Figure 2 As shown, the actual acceleration WQ of the vehicle 100 reaches a value close to the second predicted acceleration W2. For example, when the situation of the second mode continues for the period during which the application program AP continues to output the coasting request signal, the integrated ECU 60 continues to control the internal combustion engine 20 to enter the idle state during this period.

[0076] If the application program AP outputs the coasting request signal in the fourth mode or the fifth mode (step S200: No), the integrated ECU 60 performs acceleration feedback control using the set acceleration WN as the target value (step S220). Figure 2 As shown, the actual acceleration WQ of the vehicle 100 reaches a value close to the set acceleration WN.

[0077] Effects of the Embodiments

[0078] (1) As described in the operation of the embodiment, when a negative acceleration equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU can be satisfied by controlling the internal combustion engine 20 to enter the fuel cut state as in the first mode, the integrated ECU 60 does not perform feedback control of acceleration. Since feedback control is not performed, the internal combustion engine 20 does not repeatedly switch between the fuel cut state and the idle state, so that the actual acceleration WQ of the vehicle 100 is consistent with the requested acceleration. Therefore, the driving force of the power transmission system 10 and even the actual acceleration WQ of the vehicle 100 do not repeatedly increase or decrease. When the integrated ECU 60 controls the internal combustion engine 20 to enter the fuel cut state, the actual acceleration WQ of the vehicle 100 reaches a negative acceleration equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU. Therefore, when the coasting condition is satisfied, a state of coasting suitable for gradual deceleration of the vehicle 100 can be achieved while preventing the occurrence of repeated sharp changes in the acceleration of the vehicle 100.

[0079] In the above embodiment, during the period in which the inertial travel condition is satisfied, that is, during the period in which the application AP continuously outputs the inertial travel request signal, the following situation may occur. That is, during the above period, due to the significant change of the first predicted acceleration W1 and the second predicted acceleration W2, the current mode of the vehicle 100 may be switched from the second mode to the third mode, for example. In this case, during the above period, the operating state of the internal combustion engine 20 may be switched between the fuel cut-off state and the idle state. However, in the case where the driving condition of the vehicle 100 changes (such as in the case where the road surface slope of the road on which the vehicle 100 is traveling changes), the first predicted acceleration W1 and the second predicted acceleration W2 change significantly. During a relatively short period in which the vehicle 100 continues to inertial travel, the driving condition of the vehicle 100 rarely changes repeatedly multiple times. Therefore, in the above embodiment, the operating state of the internal combustion engine 20 does not switch repeatedly multiple times, for example, within a few seconds. Even if the driving condition of the vehicle 100 changes, the operating state of the internal combustion engine 20 switches in response to the change. Therefore, the vehicle 100 can coast flexibly in an appropriate operating state of the internal combustion engine 20 depending on the driving condition of the vehicle 100 .

[0080] (2) When the acceleration equal to or higher than the inertial running lower limit value RD and equal to or lower than the inertial running upper limit value RU can be satisfied by controlling the internal combustion engine 20 to enter the idle state as in the second mode, the integrated ECU 60 does not perform feedback control of the acceleration. Because the feedback control is not performed, the internal combustion engine 20 does not repeatedly switch between the fuel cut-off state and the idle state in response to the feedback control as in (1). When the internal combustion engine 20 is controlled to enter the idle state, the actual acceleration WQ of the vehicle 100 reaches a negative acceleration equal to or higher than the inertial running lower limit value RD and equal to or lower than the inertial running upper limit value RU. Therefore, as in (1), when the inertial running condition is satisfied, a state of inertial running suitable for gradual deceleration of the vehicle 100 can be achieved, while preventing the occurrence of repeated sharp changes in the acceleration of the vehicle 100.

[0081] (3) As in the third mode, regardless of whether the internal combustion engine 20 is controlled to enter the fuel cut state or the idle state, when the acceleration equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU can be satisfied, the integrated ECU 60 controls the internal combustion engine 20 to enter the fuel cut state. By giving priority to the fuel cut state in this way, fuel efficiency is improved.

[0082] (4) As in the fourth mode or the fifth mode, regardless of whether the internal combustion engine 20 is controlled to enter the fuel cut state or the idle state, when the acceleration equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU cannot be satisfied, the integrated ECU 60 performs the following operations. That is, the integrated ECU 60 performs feedback control of acceleration while using the hydraulic brake 50 as needed. At this time, the integrated ECU 60 processes the set acceleration WN equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU as the requested acceleration. At the same time, the actual acceleration WQ of the vehicle 100 can be made approximately equal to the acceleration in the first mode, the second mode, and the third mode where feedback control is not performed.

[0083] Variations

[0084] The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined as long as no technical contradiction occurs.

[0085] -Regarding step S100 of the inertial driving process, the method for calculating the first predicted acceleration W1 is not limited to the example of the above-mentioned embodiment. For example, when adjusting the fuel cut-off transformation value, information about the road slope in the map data stored in the navigation device 110 can be used. The first predicted acceleration W1 can be calculated by adjusting the fuel cut-off transformation value based on the actual road slope at the location where the vehicle 100 is traveling. The method for calculating the first predicted acceleration W1 is not limited, as long as an appropriate value can be calculated as the predicted acceleration of the vehicle 100 assuming that the internal combustion engine 20 is controlled to enter the fuel cut-off state. The same applies to the second predicted acceleration W2. That is, the method for calculating the second predicted acceleration W2 is not limited, as long as an appropriate value can be calculated as the predicted acceleration of the vehicle 100 assuming that the internal combustion engine 20 is controlled to enter the idle state.

[0086] -Regarding the calculation of the first predicted acceleration W1, the integrated ECU 60 may calculate the fuel cut-off driving force used as the basis for the first predicted acceleration W1. In this case, it is appropriate that the integrated ECU 60 is able to acquire information required for calculating the fuel cut-off driving force (such as various control details for the powertrain 10). The same applies to the idle driving force.

[0087] -Regarding step S210, the set acceleration WN is not limited to the example of the above-described embodiment. The set acceleration WN may be any value that is equal to or higher than the coasting lower limit value RD and equal to or lower than the coasting upper limit value RU. It is appropriate to determine the set acceleration WN to a value at which the occupant can obtain an appropriate deceleration feeling in consideration of the road slope, etc. The set acceleration WN may be changed during the execution of feedback control.

[0088] - The processing of step S210 may be omitted. That is, it is not necessary to use the set acceleration WN as the target value of the feedback control of acceleration. In the feedback control of step S220, the requested acceleration from the application AP may be used as the target value. For example, when the requested acceleration from the application AP slightly exceeds the set range R, even if the requested acceleration is used as the target value of the feedback control, an acceleration close to the set range R may be achieved.

[0089] -Feedback control of acceleration The braking device to be controlled is not limited to the example of the above-mentioned embodiment. That is, the braking device is not limited to the hydraulic brake 50, but may be any device capable of generating a braking force on the vehicle 100. For example, the vehicle 100 may include an electric generator. Feedback control may be performed by using a braking force generated by causing the electric generator to generate regenerative electric power. The automatic transmission 31 may be used as a braking device. That is, the absolute value of the negative driving force of the powertrain 10 may be increased or decreased by changing the gear ratio of the automatic transmission 31.

[0090] -In the above embodiment, in the case of the third mode (step S120: yes), the processing proceeds to step S130 and the internal combustion engine 20 is controlled to enter the fuel cut-off state. However, in the case of the third mode, it is not necessary to control the internal combustion engine 20 to enter the fuel cut-off state. That is, in the case of the third mode, the processing can proceed to step S140 and the internal combustion engine 20 can be controlled to enter the idle state. For example, in the case of the third mode, it may be desirable to give priority to reducing the degree of deceleration of the vehicle 100 over fuel efficiency. In this case, the operating state of the internal combustion engine 20 can be controlled to enter the idle state instead of the fuel cut-off state. The details of the inertial travel processing can be changed so that the appropriate operating state of the internal combustion engine 20 can be selected.

[0091] -The details of the inertial running process can be set as follows. That is, in step S100, only the first predicted acceleration W1 is calculated among the first predicted acceleration W1 and the second predicted acceleration W2, and the calculation of the second predicted acceleration W2 is omitted. In this case, after step S100, the process proceeds to step S200. When the first predicted acceleration W1 is within the set range R in step S200 (step S200: Yes), the internal combustion engine 20 is controlled to enter the fuel cut-off state (step S130) as in the above-mentioned embodiment. When the first predicted acceleration W1 is outside the set range R (step S200: No), the process proceeds to step S210 and subsequent steps, and feedback control of acceleration is performed. When the calculation of the second predicted acceleration W2 is omitted as in this modification, it is not necessary to set the inertial running upper limit value RU. Since the fuel cut-off driving force used as the basis of the first predicted acceleration W1 is a negative value, the first predicted acceleration W1 is also basically a negative value. It is only necessary to set the lower limit value of the inertial running to avoid excessive sudden deceleration.

[0092] - Contrary to the above-mentioned modification, the details of the coasting process can be set as follows. That is, in step S100, only the second predicted acceleration W2 is calculated among the first predicted acceleration W1 and the second predicted acceleration W2, and the calculation of the first predicted acceleration W1 is omitted. After step S100, the process proceeds to step S110. When the second predicted acceleration W2 is within the set range R in step S110 (step S110: Yes), the process proceeds to step S140, and the internal combustion engine 20 is controlled to enter the idle state. When the second predicted acceleration W2 is outside the set range R (step S110: No), the process proceeds to step S210 and subsequent steps, and feedback control of acceleration is performed.

[0093] - The inertia running condition is not limited to the example of the above-mentioned embodiment. For example, the inertia running condition may be that the requested acceleration from the application AP is equal to or higher than the inertia running lower limit value RD and equal to or lower than the inertia running upper limit value RU. The inertia running condition may be any condition as long as it can define the situation in which deceleration by inertia running is requested.

[0094] - The method of calculating the actual acceleration WQ is not limited to the example of the above-mentioned embodiment. The method of calculating the actual acceleration WQ is not limited as long as the actual acceleration WQ can be calculated appropriately.

[0095] - Among the ECUs described in the above embodiments, a specific ECU may also have the function of another ECU. For example, in addition to the function of the integrated ECU 60 itself, the integrated ECU 60 may also have the functions of the drive system ECU 71 and the brake ECU 72. This configuration may be adopted as long as the same processing as in the above embodiments can be achieved.

[0096] - Contrary to the above modification, the function of one ECU in the above embodiment may be realized by multiple ECUs. For example, the function of the integrated ECU 60 in the above embodiment may be realized by multiple ECUs. In this case, the multiple ECUs together constitute the control device of the vehicle 100.

[0097] The processing circuit 62 of the integrated ECU 60 may have any of the following configurations (a) to (c). The same applies to the processing circuits of other ECUs such as the command ECU 80.

[0098] (a) The processing circuit 62 includes one or more processors that perform various processes based on computer programs. The processor includes a CPU and a memory such as a random access memory (RAM) and a read-only memory (ROM). The memory stores program codes or commands configured to cause the CPU to perform processes. The memory, i.e., a computer-readable medium, includes any available medium that can be accessed by a general or special-purpose computer.

[0099] (b) The processing circuit 62 includes one or more dedicated hardware circuits that perform various processes. Examples of dedicated hardware circuits include ASIC and FPGA. ASIC is the abbreviation of "application specific integrated circuit" and FPGA is the abbreviation of "field programmable gate array".

[0100] (c) The processing circuit 62 includes a processor that executes a part of various processes based on a computer program and a dedicated hardware circuit that executes the rest of the various processes.

Claims

1. A vehicle control device, the control device comprising one or more processors, wherein the one or more processors are configured to: performing feedback control of acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application program and an actual acceleration of the vehicle; calculating a first predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter a fuel cut state; as well as When a predetermined coasting condition is satisfied and the first predicted acceleration is equal to or higher than a lower limit value that is predetermined as a negative value, the internal combustion engine is controlled to enter the fuel cut state without executing the feedback control.

2. The control device according to claim 1, characterized in that: The one or more processors are configured to: calculating a second predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter an idle state; and When the coasting condition is satisfied, the second predicted acceleration is equal to or higher than the lower limit value and equal to or lower than an upper limit value predetermined as a negative value higher than the lower limit value, and the first predicted acceleration is lower than the lower limit value, the internal combustion engine is controlled to enter the idle state without performing the feedback control.

3. The control device according to claim 2, characterized in that: The one or more processors are configured to control the internal combustion engine to enter the fuel cut state without performing the feedback control when the coasting condition is satisfied and the first predicted acceleration and the second predicted acceleration are both equal to or higher than the lower limit value and equal to or lower than the upper limit value.

4. The control device according to claim 2 or 3, characterized in that: When the coasting condition is met and both the first predicted acceleration and the second predicted acceleration are higher than the upper limit value, the one or more processors are configured to: calculating a value that is equal to or higher than the lower limit value and equal to or lower than the upper limit value as a set acceleration, the set acceleration being a new requested acceleration that replaces the requested acceleration from the application; as well as The feedback control is performed by controlling a braking force of a braking device mounted on the vehicle in addition to the driving force based on the difference between the set acceleration and the actual acceleration of the vehicle.

5. A control device for a vehicle, the control device comprising one or more processors, wherein the one or more processors are configured to: performing feedback control of acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application program and an actual acceleration of the vehicle; calculating a second predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter an idle state; as well as When a predetermined coasting condition is satisfied and the second predicted acceleration is equal to or higher than a predetermined negative lower limit value and equal to or lower than a predetermined negative upper limit value, the internal combustion engine is controlled to enter the idle state without executing the feedback control.

6. A method for controlling a vehicle, the method being executed by a computer installed on the vehicle, the method comprising: performing feedback control of acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application program and an actual acceleration of the vehicle; calculating a first predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter a fuel cut state; as well as When a predetermined coasting condition is satisfied and the first predicted acceleration is equal to or higher than a lower limit value that is predetermined as a negative value, the internal combustion engine is controlled to enter the fuel cut state without executing the feedback control.

7. A vehicle control method, the control method being executed by a computer installed on the vehicle, the control method being characterized by comprising: performing feedback control of acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application program and an actual acceleration of the vehicle; calculating a second predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter an idle state; as well as When a predetermined coasting condition is satisfied and the second predicted acceleration is equal to or higher than a predetermined negative lower limit value and equal to or lower than a predetermined negative upper limit value, the internal combustion engine is controlled to enter the idle state without executing the feedback control.

8. A non-transitory storage medium storing instructions that can be executed by a computer installed in a vehicle and cause the computer to perform a function, the function being characterized by: performing feedback control of acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application program and an actual acceleration of the vehicle; calculating a first predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter a fuel cut state; as well as When a predetermined coasting condition is satisfied and the first predicted acceleration is equal to or higher than a lower limit value that is predetermined as a negative value, the internal combustion engine is controlled to enter the fuel cut state without executing the feedback control.

9. A non-transitory storage medium storing instructions that can be executed by a computer installed in a vehicle and cause the computer to perform a function, the function being characterized by: performing feedback control of acceleration of the vehicle by controlling a driving force of an internal combustion engine mounted on the vehicle based on a difference between a requested acceleration of the vehicle from an application program and an actual acceleration of the vehicle; calculating a second predicted acceleration that is a predicted acceleration of the vehicle assuming that the internal combustion engine is controlled to enter an idle state; as well as When a predetermined coasting condition is satisfied and the second predicted acceleration is equal to or higher than a predetermined negative lower limit value and equal to or lower than a predetermined negative upper limit value, the internal combustion engine is controlled to enter the idle state without executing the feedback control.

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