JP6414461B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control device.

  As an automatic transmission of a vehicle, a so-called AMT (Automated Manual Transmission) that automatically switches a transmission gear and connects / disconnects a clutch has been developed. AMT does not require a clutch operation by the driver, but has an advantage of less fuel transmission loss and improved fuel efficiency than an automatic transmission using a torque converter.

  In such an AMT, when the driver does not depress the accelerator pedal or the brake pedal, the engine friction is disconnected from the drive system by automatically disengaging the clutch or shifting the transmission gear to the neutral state. Inertia can be performed. Thereby, the load of driving | running | working can be reduced and the improvement in a fuel consumption can be aimed at by being able to avoid the re-acceleration for the speed reduction by engine brake and subsequent speed return.

  In order to execute such inertial traveling, it is assumed that the driver does not depress the accelerator pedal and the brake pedal. Therefore, a technique for guiding the driver to appropriate timing for inertial traveling is disclosed. (See Patent Document 1).

JP 2014-113863 A

  In the technique of Patent Document 1, the driver is informed of the timing at which coasting can be performed by a notification sound or the like. However, this may cause trouble for the driver, and thus the driver is not particularly notified by the notification sound or the like. It is desirable to carry out inertial running without feeling uncomfortable.

  The present invention has been made to solve such a problem, and the object of the present invention is to perform inertial driving at an appropriate timing and improve fuel efficiency without giving the driver a sense of incongruity. The object is to provide a vehicle travel control device.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following aspects or application examples.

  (1) A vehicle travel control apparatus according to this application example includes an engine that is a vehicle drive source, an automatic transmission that can automatically perform upshifting and downshifting according to a preset shift map, A clutch for connecting / disconnecting power between the engine and the automatic transmission, a shift lever for selecting one shift position from a shift position including at least a D range driven by automatic transmission, and the engine operating When the shift position selected by the shift lever is in the D range, the accelerator pedal and the brake pedal are not depressed, and the driving state of the vehicle falls below the shift down line of the shift map And at least one of the clutch disengaged state and the automatic transmission gear neutral state. And a coasting control means for executing a coasting by.

  (2) The vehicle travel control device according to the application example described above in (1), in accordance with an operation of the inertial travel switch that can switch on / off the inertial travel by the inertial travel control means, and the operation of the brake pedal Auxiliary braking means for generating a braking force other than braking, and an auxiliary brake switch capable of switching on and off of the auxiliary braking means, and the inertial traveling control means includes the inertial traveling start condition, The inertial traveling may be executed on condition that the inertial traveling switch is on and the auxiliary brake switch is off.

  (3) In the vehicle travel control device according to this application example, in the above (1) or (2), the inertial travel control means is configured so that a shift stage of the automatic transmission is predetermined in addition to the inertial travel start condition. The inertial running may be executed on condition that the number of steps is higher.

  (4) The vehicle travel control device according to this application example includes a road surface gradient detection unit that detects a gradient of a road surface on which the vehicle is traveling in any one of the above (1) to (3), and the inertia The traveling control means may execute the inertia traveling on the condition that the road surface gradient detected by the road surface gradient detecting means is within a predetermined gradient range in addition to the inertia traveling start condition.

  (5) The vehicle travel control apparatus according to this application example includes the engine speed detection means for detecting the engine speed of the vehicle according to any one of (1) to (4), and the inertial travel control means. In addition to the inertia running start condition, the inertia running may be executed on condition that the engine speed detected by the engine speed detecting means is not more than a predetermined speed.

  (6) The vehicle travel control apparatus according to this application example includes vehicle speed detection means for detecting the vehicle speed of the vehicle according to any one of the above (1) to (5), wherein the inertia travel control means includes the inertia In addition to the travel start condition, the inertial travel may be executed on condition that the vehicle speed detected by the vehicle speed detection means is within a predetermined vehicle speed range.

  (7) The vehicle travel control apparatus according to this application example includes the acceleration detection means for detecting the acceleration of the vehicle according to any one of (1) to (6), wherein the inertia travel control means includes the inertia In addition to the travel start condition, the inertial travel may be executed on condition that the acceleration detected by the acceleration detecting means is within a predetermined acceleration range.

  (8) In the vehicle travel control device according to this application example, in any one of the above (1) to (7), the inertial travel control unit may be configured to operate the accelerator pedal and the brake pedal during the inertial travel. When either of them is depressed, the inertial running may be terminated.

  (9) The vehicle travel control device according to this application example may include a road surface gradient detection unit that detects a gradient of a road surface on which the vehicle is traveling in any one of (1) to (7), Acceleration detecting means for detecting acceleration; and error detecting means for detecting a control error of the vehicle, wherein the inertial traveling control means is detected by the road surface gradient detecting means during execution of the inertial traveling. The inertial running may be terminated when the acceleration becomes equal to or greater than a predetermined gradient, when the acceleration detected by the acceleration detection means exceeds a predetermined acceleration, or when a control error is detected by the error detection means.

  According to the present invention using the above means, it is possible to perform inertial running at an appropriate timing without giving the driver a sense of incongruity and improve fuel efficiency.

It is a schematic block diagram which shows the drive system of the vehicle provided with the traveling control apparatus of the vehicle in one Embodiment of this invention. It is a flowchart which shows the inertial traveling control routine which ECU of the traveling control apparatus of the vehicle in one Embodiment of this invention performs. It is a shift map of the automatic transmission in one embodiment of the present invention.

  Hereinafter, an embodiment of a vehicle travel control device embodying the present invention will be described.

  FIG. 1 is a schematic configuration diagram showing a drive system of a vehicle provided with the vehicle travel control device of the present embodiment, and the configuration of the present embodiment will be described based on the same figure.

  The vehicle 1 in this embodiment is a truck, and a diesel engine (hereinafter referred to as an engine) 2 is mounted as a traveling power source. An input shaft 4 a of an automatic transmission (hereinafter simply referred to as a transmission) 4 is connected to the output shaft 2 a of the engine 2 via a clutch device 3, and the rotation of the engine 2 is transmitted to the transmission 4 when the clutch device 3 is connected. It has come to be. The transmission 4 is based on, for example, a manual transmission having 12 forward speeds and 1 reverse speed. As described below, the speed change operation and the connection / disconnection operation of the clutch device 3 associated with the speed change are performed. This is an automated so-called AMT (Automated Manual Transmission).

  The clutch device 3 is configured as a friction clutch that is connected to the flywheel 5 by press-contacting the clutch plate 6 with a pressure spring 7 while being disconnected by separating the clutch plate 6 from the flywheel 5. An air cylinder 9 is connected to the clutch plate 6 via an outer lever 8, and an air tank 12 filled with compressed air is connected to the air cylinder 9 via an air passage 11 in which an electromagnetic valve 10 is interposed.

  When the solenoid valve 10 is opened, compressed air is supplied from the air tank 12 to the air cylinder 9 through the air passage 11, and the air cylinder 9 is operated to separate the clutch plate 6 from the flywheel 5 through the outer lever 8. Thus, the clutch device 3 is switched from the connected state to the disconnected state. On the other hand, when the solenoid valve 10 is closed, the air cylinder 9 stops operating due to the stop of the supply of compressed air, so that the clutch plate 6 is pressed against the flywheel 5 by the pressure spring 7, and the clutch device 3 is thereby released from the disconnected state. Switch to connected state. As described above, the air cylinder 9 is operated according to the opening and closing of the electromagnetic valve 10, and the clutch device 3 can be automatically connected and disconnected.

  The transmission 4 is provided with a gear shift unit 13 for switching the gear stage. Although not shown, the gear shift unit 13 includes a plurality of air cylinders that operate shift forks corresponding to the respective gear stages in the transmission 4, and It incorporates multiple solenoid valves that actuate the air cylinder. The gear shift unit 13 is connected to the above-described air tank 12 through an air passage 14, and compressed air from the air tank 12 is supplied to the corresponding air cylinder according to the opening and closing of each solenoid valve, and the air cylinder is operated. When the corresponding shift fork is switched, the gear position of the transmission 4 is shifted according to the switching operation. In this way, the air cylinder is operated in accordance with the opening / closing of the electromagnetic valve of the gear shift unit 13, and the transmission 4 can be automatically operated for shifting. In the present embodiment, the clutch device 3 and the transmission 4 are mainly operated by air, but the operation method is not limited to this, and for example, hydraulic pressure may be used.

  In the vehicle 1, an ECU (control unit) including an input / output device (not shown), a storage device (ROM, RAM, etc.) used for storing control programs and control maps, a central processing unit (CPU), a timer counter, etc. ) 20 is installed, and comprehensive control of the engine 2, the clutch device 3, and the transmission 4 is performed.

  On the input side of the ECU 20, for example, a lever position sensor 21 that detects a switching position of the shift lever 15 provided in the driver's seat, an accelerator sensor 22 that detects an operation amount (accelerator opening) of the accelerator pedal 16, and a brake pedal 17. A brake switch 23 for detecting the operation of the vehicle, a gear sensor 24 for detecting the current gear of the transmission 4, a gradient sensor 25 for detecting the gradient of the road surface on which the vehicle 1 is traveling, and the engine speed from the rotational speed of the engine 2. Sensors such as an engine speed sensor 26 that detects the vehicle speed, a vehicle speed sensor 27 that is provided on the output shaft 4b of the transmission 4 and detects the vehicle speed from the output shaft rotational speed, and an acceleration sensor 28 that detects the acceleration of the vehicle 1 are connected. Has been.

  Further, the electromagnetic valve 10 of the clutch device 3 and the electromagnetic valves of the gear shift unit 13 are connected to the output side of the ECU 20, and the fuel injection valve of the engine 2 is connected, although not shown. . In addition, you may make it provide ECU for exclusive use of engine control separately from ECU20, for example, without controlling comprehensively by single ECU20 in this way.

  For example, the ECU 20 calculates the fuel injection amount to each cylinder of the engine 2 from a map (not shown) based on the engine speed detected by the engine speed sensor 26 and the accelerator opening detected by the accelerator sensor 22. The fuel injection timing is calculated from a map (not shown) based on the engine speed and the fuel injection amount. Based on these calculated values, the engine 2 is operated while controlling the fuel injection valve of each cylinder.

  The ECU 20 executes the automatic shift mode when the shift of the shift lever 15 to the D (drive) range is detected by the lever position sensor 21, and based on the accelerator opening and the vehicle speed detected by the vehicle speed sensor 27, A target shift speed is calculated from a shift map described later. Then, while opening / closing the electromagnetic valve 10 of the clutch device 3 and connecting / disconnecting the clutch device 3 by the air cylinder 9, the predetermined electromagnetic valve of the gear shift unit 13 is opened / closed and the corresponding shift fork is switched by the air cylinder. Thus, the vehicle shifts to the target shift stage, and the vehicle is always driven with an appropriate shift stage.

  The shift position that can be selected by the shift lever 15 includes a P (parking) range selected during parking, a N (neutral) range in which the gear of the transmission 4 is neutral, a D (drive) range selected during forward travel, There are an R (reverse) range that is selected during reverse travel, an M (manual) range that allows manual shift-up or shift-down.

  In addition, the vehicle 1 turns on and off an inertial travel switch 29 that turns on and off inertial travel, which will be described later, and an auxiliary brake (auxiliary brake means) that generates a braking force other than braking according to the operation of the brake pedal 17. An auxiliary brake switch 30 is also provided. Examples of the auxiliary brake include an exhaust brake, a compression release brake of the engine 2, and a retarder.

  Further, the ECU 20 can execute auto-cruise control for controlling the engine 2 so as to maintain the target vehicle speed set by the driver. When the target vehicle speed is set by operating the auto cruise control execution switch (not shown) by the driver, the ECU 20 controls the torque and braking force of the engine 2 to accelerate and decelerate so that the vehicle speed becomes the target vehicle speed.

  Further, the ECU 20 executes inertial traveling by setting the gear of the transmission 4 in the neutral state and the clutch device 3 in the connected state when various conditions described below are satisfied during vehicle traveling (inertial traveling). Control means).

  Here, referring to FIG. 2, there is shown a flowchart representing an inertial traveling control routine executed by the ECU 20, and the inertial traveling control will be described in detail along the same flowchart.

  First, ECU20 discriminate | determines whether inertia running is performed as step S1. If the determination result is false (No), the process proceeds to step S2. Subsequent steps S2 to S11 correspond to the starting condition for inertial running.

  In step S2, the ECU 20 determines whether or not the vehicle 1 is in a key-on state and the engine 2 is operating. If the determination result is false (No), that is, if the vehicle 1 is parked and is in a key-off state, or if the engine 2 is stopped, inertial running cannot be executed, and the routine is returned. On the other hand, if the determination result is true (Yes), the process proceeds to step S3.

  In step S3, the ECU 20 determines whether or not the inertial travel switch 29 is on and the auxiliary brake switch 30 is off. When the determination result is false (No), that is, when the inertial travel switch 29 is turned off by the driver, or when the auxiliary brake switch 30 is on to use the auxiliary brake, Since it can be estimated that the person does not intend to perform inertial running, the routine is returned. On the other hand, if the determination result is true (Yes), it can be estimated that the driver has an intention to perform inertial running, and thus the process proceeds to the next step S4.

  In step S4, the ECU 20 determines from the information of the lever position sensor 21 whether the shift lever 15 is in the D range, whether the accelerator opening is 0 (accelerator off state) from the information of the accelerator sensor 22, It is determined whether or not it is in an off state. If the determination result is false (No), that is, if the shift position is outside the D range, or if the accelerator pedal 16 or the brake pedal 17 is depressed, the inertial running is not performed and the routine returns. On the other hand, when the determination result is true (Yes), that is, in the D range in which automatic shifting is performed and the accelerator pedal 16 and the brake pedal 17 are not depressed, the process proceeds to step S5.

  In step S5, the ECU 20 determines whether or not the above-described auto cruise control is being executed. When the determination result is false (No), that is, when the auto cruise control is being executed, the routine is returned. If the determination result is true (Yes), the process proceeds to step S6.

  In step S <b> 6, the ECU 20 determines whether or not the currently selected shift stage is equal to or greater than a predetermined shift stage from the information of the shift stage sensor 24. This predetermined shift speed is set to a shift speed (for example, 7th gear) that is less affected by the engine brake. When the determination result is false (No), that is, at a relatively low speed stage where the influence of the engine brake is large, the braking force by the engine brake is significantly reduced by executing inertial running, so that the driver Since there is a possibility of giving a sense of incongruity, the routine is returned without performing inertial running. On the other hand, if the determination result is true (Yes), the influence of the engine brake is small, and even if coasting is performed, it is difficult for the driver to feel uncomfortable, so the process proceeds to the next step S7.

  In step S7, the ECU 20 determines from the information of the gradient sensor 25 whether or not the gradient of the road surface on which the vehicle 1 is currently traveling is within a predetermined gradient range. The predetermined gradient range is set to a range (for example, -5% to + 5%) corresponding to a gentle downhill road. When the determination result is false (No), that is, when it is an uphill road or a downhill road outside the predetermined gradient range, the vehicle speed greatly fluctuates by executing inertial running and disconnecting the engine 2 from the drive system. Since there is a possibility of giving a sense of incongruity, the routine is returned without executing inertial running. On the other hand, when the determination result is true (Yes), that is, when the gradient is near a flat road, the vehicle speed is small during inertial running, and it is difficult for the driver to feel uncomfortable. move on.

  In step S8, the ECU 20 determines from the information of the engine speed sensor 26 whether or not the current engine speed is equal to or lower than a predetermined speed. The predetermined rotational speed is set to a rotational speed (for example, 1000 rpm) that is less affected by the engine brake. If the determination result is false (No), that is, if the engine speed is relatively high, the braking force by the engine brake is also large, and if coasting is executed in that state, the braking force is suddenly lost and the driver feels uncomfortable. Therefore, the routine is returned without performing inertial running. On the other hand, when the determination result is true (Yes), that is, when the engine speed is relatively low, the influence of the engine brake is small, the change in the braking force due to inertial running is small, and the driver is unlikely to feel strange. Therefore, the process proceeds to the next step S9.

  In step S9, the ECU 20 determines from the information of the vehicle speed sensor 27 whether or not the current vehicle speed is within a predetermined vehicle speed range. The predetermined vehicle speed range is, for example, a range from a speed equivalent to stopping (for example, 4 km / h) to a high speed travel (for example, 90 km / h). When the determination result is false (No), that is, when the vehicle speed is very low immediately before stopping, the effect of improving fuel efficiency by inertial driving is low, and when driving at high speed, the braking force by engine braking is not lost in consideration of safety. Return to the routine without running. On the other hand, when the determination result is true (Yes), the influence of the engine brake is small, and the fuel efficiency improvement effect by inertial running is also obtained, so the process proceeds to the next step S9.

  In step S <b> 10, the ECU 20 determines whether or not the current acceleration of the vehicle 1 is within a predetermined acceleration range from the information of the acceleration sensor 28. If the determination result is false (No), that is, for example, when running on a flat road or a gentle uphill road and decelerating, the braking force is suddenly lost, and the gentle downhill road If the inertial traveling is performed while the vehicle is traveling and the vehicle is accelerating, the acceleration increases and there is a fear of fear, so the inertial traveling is not performed and the routine is returned. On the other hand, if the determination result is true (Yes), that is, if the degree of acceleration / deceleration is small, the change during inertial running is small and the driver does not feel uncomfortable, so the process proceeds to step S11.

  In step S11, the ECU 20 determines whether or not the driving state of the vehicle 1 has fallen below the downshift line in the shift map. Referring now to FIG. 3, a shift map in the transmission 4 of the present embodiment is shown. As shown in the figure, the shift map calculates the target shift speed based on the accelerator opening and the vehicle speed as the driving state of the vehicle. In FIG. 3, the downshift line is indicated by a solid line, and the upshift line is indicated by a broken line.

  In step S11, since the accelerator opening is 0 at this time, it is determined whether or not the vehicle speed is below the shift-down line, that is, when it is time to shift down. If the determination result is false (No), that is, if it is not the timing of downshifting, the routine is returned without performing inertial running. On the other hand, when the determination result is true (Yes), that is, when it is time to shift down, the process proceeds to step S12.

  In step S12, instead of downshifting, the ECU 20 performs inertial running by setting the gear of the transmission 4 in the neutral state and the clutch device 3 in the connected state, and returns to this routine. Note that the engine 2 is idling during the inertial running. By executing inertial running at the timing of downshifting in this way, it is possible to eliminate the shock caused by downshifting and to execute inertial running in a natural manner.

  When inertial running is executed, the determination result in step S1 is true (Yes), and the process proceeds to step S13. Subsequent steps S13 to S17 correspond to the coasting end condition.

  In step S <b> 13, the ECU 20 determines whether or not the accelerator is on from the information of the accelerator sensor 22. If the determination result is false (No), that is, if the accelerator off state is maintained, the process proceeds to step S14.

  In step S14, the ECU 20 determines from the information of the brake switch 23 whether or not the brake is on. If the determination result is false (No), that is, if the brake-off state is maintained, the process proceeds to step S15.

  In step S15, the ECU 20 determines from the information of the gradient sensor 25 whether or not the gradient of the road surface on which the vehicle 1 is traveling at this time is greater than or equal to a predetermined gradient. For example, the predetermined gradient is set to a gradient (for example, 10%) corresponding to a steep slope. If the determination result is false (No), that is, if the vehicle is traveling on a flat road, a downhill road, or a gentle uphill road, the process proceeds to step S16.

  In step S <b> 16, the ECU 20 determines from the information of the acceleration sensor 28 whether or not the acceleration of the vehicle 1 at this time is equal to or greater than a predetermined acceleration. The predetermined acceleration is set to an acceleration that prevents unnecessary acceleration and does not give a sudden deceleration feeling when the inertial running is finished and the engine brake is generated. If the determination result is false (No), the process proceeds to step S17.

  In step S17, the ECU 20 determines whether or not a control error has occurred (control error detection means). The control error here refers to a case where communication necessary with each sensor or control unit is not possible and information necessary for coasting cannot be obtained. If the determination result is false (No), there is no control error, so inertial running is maintained and the routine is returned.

  On the other hand, if the determination result is true (Yes) in any one of the steps S13 to S17, the process proceeds to step S18, and the ECU 20 ends the inertial running. As a result, when the driver's operation is started in the accelerator-on state or the brake-on state, it is possible to quickly return to traveling according to the driver's operation. In addition, when entering a steep slope, when the vehicle 1 starts to accelerate beyond a predetermined acceleration, or when a control error occurs, stable running using the driving force of the engine 2 or the braking force by the engine brake Can be quickly restored.

  As described above, by performing inertial traveling control in accordance with the above-described inertial traveling start condition and end condition, inertial traveling can be performed at an appropriate timing and fuel efficiency can be improved without causing the driver to feel uncomfortable. .

  Although the description of the embodiment of the vehicle travel control device according to the present invention has been completed above, the embodiment is not limited to the above embodiment.

  In the said embodiment, although the vehicle 1 is made into the track, the vehicle which can apply this invention is not restricted to this, It can apply also to a passenger car.

  Moreover, in the said embodiment, although the engine 2 is a diesel engine, an engine is not restricted to this, For example, a gasoline engine may be sufficient. Further, in the above-described embodiment, the transmission has a shift speed of 12 forward speeds and 1 reverse speed, but the configuration of the transmission is not limited to this, and for example, a transmission such as 6 forward speeds or 16 forward speeds. It may be.

  In the above embodiment, the inertial running is performed by setting the gear of the transmission 4 in the neutral state and the clutch device 3 in the connected state. However, the inertial traveling may be performed by disconnecting the engine from the drive system. It is not limited to. For example, the inertial running may be performed only by setting the clutch device to the disconnected state or setting the clutch device 3 to the disconnected state and setting the gear of the transmission to the neutral state.

  Moreover, about the starting condition of the inertia running shown as step S2 to S11 of the said embodiment, the number and order of the determination are not restricted to this. In the present invention, at least the conditions of steps S2, S3, S4, and S11 may be provided, and other conditions may be changed according to the vehicle.

1 Vehicle 2 Engine 3 Clutch Device 4 Transmission 15 Shift Lever 16 Accelerator Pedal 17 Brake Pedal 20 ECU (Inertia Travel Control Means, Error Detection Means)
21 Lever position sensor 22 Accelerator sensor 23 Brake switch 24 Shift speed sensor 25 Gradient sensor (road surface gradient detecting means)
26 Engine speed sensor (engine speed detection means)
27 Vehicle speed sensor (vehicle speed detection means)
28 Acceleration sensor (acceleration detection means)
29 Inertial travel switch 30 Auxiliary brake switch

Claims (9)

An engine that is a driving source of the vehicle;
An automatic transmission capable of automatically performing upshift and downshift according to a preset shift map;
A clutch for connecting and disconnecting power between the engine and the automatic transmission;
A shift lever for selecting one shift position from among shift positions including a D range that is driven by at least automatic shifting;
Inertia that the engine is operating, the shift position selected by the shift lever is in the D range, the accelerator pedal and the brake pedal are not depressed, and the driving state of the vehicle is below the shift down line of the shift map An inertial traveling control means for performing inertial traveling by setting at least one of a disengaged state of the clutch and a neutral state of the gear of the automatic transmission when a traveling start condition is satisfied;
A vehicle travel control apparatus comprising: An inertial travel switch capable of switching on and off the inertial travel by the inertial travel control means;
Auxiliary brake means for generating a braking force other than braking according to the operation of the brake pedal;
An auxiliary brake switch capable of switching on and off the auxiliary brake means,
2. The vehicle according to claim 1, wherein the inertial traveling control unit executes the inertial traveling on the condition that the inertial travel switch is on and the auxiliary brake switch is off in addition to the inertial travel start condition. Travel control device.   3. The vehicle travel control according to claim 1, wherein the inertial travel control means executes the inertial travel on the condition that a shift stage of the automatic transmission is equal to or greater than a predetermined speed in addition to the inertial travel start condition. apparatus. Road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle is running,
The inertial traveling control means executes the inertial traveling on the condition that the road surface gradient detected by the road surface gradient detecting means is within a predetermined gradient range in addition to the inertial traveling start condition. The vehicle travel control device according to any one of the above. Engine speed detecting means for detecting the engine speed of the vehicle;
The inertial running control means executes the inertial running on the condition that the engine speed detected by the engine speed detecting means is not more than a predetermined speed in addition to the inertia running start condition. The vehicle travel control device according to claim 4. Vehicle speed detecting means for detecting the vehicle speed of the vehicle,
6. The inertial traveling control means executes the inertial traveling on the condition that a vehicle speed detected by the vehicle speed detecting means is within a predetermined vehicle speed range in addition to the inertial traveling start condition. The vehicle travel control device according to claim 1. An acceleration detecting means for detecting the acceleration of the vehicle;
The inertial running control means performs the inertial running on the condition that the acceleration detected by the acceleration detecting means is within a predetermined acceleration range in addition to the inertial running start condition. The vehicle travel control device according to claim 1.   The vehicle according to any one of claims 1 to 7, wherein the inertial traveling control means ends the inertial traveling when one of the accelerator pedal and the brake pedal is depressed during execution of the inertial traveling. Travel control device. Road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle is traveling;
Acceleration detecting means for detecting acceleration of the vehicle;
Error detection means for detecting a control error of the vehicle,
When the road surface gradient detected by the road surface gradient detecting unit becomes equal to or greater than a predetermined gradient during execution of the inertial traveling, the inertial traveling control unit is configured to detect that the acceleration detected by the acceleration detecting unit exceeds a predetermined acceleration. The vehicle travel control device according to any one of claims 1 to 7, wherein when the control error is detected by the error detection means, the coasting is terminated.

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