JP2018135003A - Travel control device, vehicle, and travel control method - Google Patents

Abstract

Provided are a travel control device, a vehicle, and a travel control method capable of preventing the vehicle from approaching and colliding with a front object during execution of braking control of the vehicle.
A travel control device includes a travel control unit that causes a vehicle to travel according to a travel schedule including drive travel and inertial travel, and a collision determination unit that determines whether or not the vehicle is likely to collide with an object ahead. And a braking control unit that executes braking control for decelerating the vehicle based on a determination result of the collision determination unit, and a brake control unit that determines that the vehicle is highly likely to collide with the object ahead by the collision determination unit. A coasting prohibition control unit that controls the travel control unit to prohibit the start of coasting at a timing before the braking control by the unit is performed.
[Selection] Figure 2

Description

  The present invention relates to a travel control device, a vehicle, and a travel control method for controlling travel of a vehicle.

  Conventionally, driving driving in which a vehicle is driven by driving wheels by a driving system and inertial driving in which the vehicle is driven by using an inertia force without driving wheels by the driving system are switched according to a predetermined condition. A technique is known (see, for example, Patent Document 1). When the vehicle is traveling, the fuel efficiency of the vehicle can be improved by appropriately switching from driving traveling to inertial traveling according to conditions.

JP 2012-131273 A

  By the way, there is a case where braking control for automatically generating a braking force on the vehicle is executed according to the distance from the object ahead while the vehicle is traveling. If the condition for switching to inertial running occurs during execution of such braking control, the vehicle traveling may be switched from driving to inertial traveling, and the vehicle may approach and collide with an object ahead. there were.

  An object of the present invention is to provide a traveling control device, a vehicle, and a traveling control method capable of preventing the vehicle from approaching and colliding with a front object during execution of braking control of the vehicle. .

The travel control device according to the present invention is
A travel control unit that causes the vehicle to travel according to a travel schedule including drive travel and inertial travel;
A collision determination unit that determines whether or not the vehicle is likely to collide with an object ahead;
A braking control unit that executes braking control for decelerating the vehicle based on a determination result of the collision determination unit;
When the collision determination unit determines that there is a high possibility that the vehicle will collide with the object ahead, the start of the inertial running is prohibited at a timing before the braking control by the braking control unit is executed. A coasting prohibition control unit for controlling the travel control unit,
Is provided.

The vehicle according to the present invention is
The traveling control device is provided.

The travel control method according to the present invention includes:
A travel control method for a travel control device for controlling travel of a vehicle,
The vehicle is driven according to a driving schedule including driving driving and inertia driving,
Determining whether the vehicle is likely to collide with an object ahead,
Based on the determination result, to execute the braking control to decelerate the vehicle,
When it is determined that there is a high possibility that the vehicle will collide with the object ahead, control is performed so as to prohibit the start of inertial running at a timing before the braking control is executed.

  According to the present invention, it is possible to prevent the vehicle from approaching and colliding with a front object during execution of the braking control of the vehicle.

It is a block diagram which shows an example of a structure of the vehicle containing the traveling control apparatus which concerns on this Embodiment. It is a block diagram which shows an example of a structure of the traveling control apparatus which concerns on this Embodiment. It is a figure which shows an example of road gradient information and a travel schedule. It is a flowchart which shows an example of the operation example of the traveling control in a traveling control part.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. First, the configuration of a vehicle including travel control device 100 according to the present embodiment will be described. FIG. 1 is a block diagram showing an example of a configuration of a vehicle including a travel control device 100 according to the present embodiment. It should be noted that here, the illustration and description will be made with a focus on the parts related to the travel control device 100.

  A vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine. In the following description, coasting refers to neutral coasting (hereinafter referred to as “N coasting”) when the gear position of the transmission is neutral.

  As shown in FIG. 1, a vehicle 1 includes a drive system for driving the vehicle, and includes an engine 3, a clutch 4, a transmission (transmission) 5, a propulsion shaft (propeller shaft) 6, and a differential device (differential gear) 7. , A drive shaft 8 and wheels 9.

  The power of the engine 3 is transmitted to the transmission 5 via the clutch 4, and the power transmitted to the transmission 5 is further transmitted to the wheels 9 via the propulsion shaft 6, the differential device 7, and the drive shaft 8. Communicated. Thereby, the motive power of the engine 3 is transmitted to the wheels 9 and the vehicle 1 travels.

  Moreover, the vehicle 1 has the braking device 40 as a structure of the braking system which stops a vehicle. The braking device 40 includes a foot brake 41 that provides resistance to the wheels 9, a retarder 42 that provides resistance to the propulsion shaft 6, and an auxiliary brake 43 such as an exhaust brake that applies load to the engine.

  Further, the vehicle 1 includes an automatic traveling device 2 as a configuration of a control system that controls traveling of the vehicle 1. The automatic travel device 2 is a device that automatically controls the output of the engine 3, the connection / disconnection of the clutch 4, and the speed change of the transmission 5 to automatically travel the vehicle 1, and includes a plurality of control devices.

  Specifically, the automatic travel device 2 includes an engine ECU (engine control device) 10, a power transmission ECU (power transmission control device) 11, a target vehicle speed setting device 13, an increase / decrease value setting device 14, and road information acquisition. It has the apparatus 20, the vehicle information acquisition apparatus 30, and the traveling control apparatus 100. The engine ECU 10, the power transmission ECU 11, and the travel control device 100 are connected to each other via an in-vehicle network and can transmit and receive necessary data and control signals to and from each other.

  The engine ECU 10 controls the output of the engine 3. The power transmission ECU 11 controls the connection and disconnection of the clutch 4 and the shift of the transmission 5.

  The target vehicle speed setting device 13 sets the target vehicle speed V when the vehicle 1 automatically travels in the travel control device 100. The increase / decrease value setting device 14 sets the speed decrease value −V1 and the speed increase value + V1 when the vehicle 1 is traveling automatically in the travel control device 100. These values V, −V1 and + V1 are parameters used for the automatic traveling of the vehicle 1.

  The target vehicle speed setting device 13 and the increase / decrease value setting device 14 include, for example, an information input interface such as a display with a touch panel arranged on a dashboard (not shown) of the driver's seat, and accept the setting of the parameters from the driver. The target vehicle speed V, the speed decrease value −V1, and the speed increase value + V1 are appropriately referred to as “setting information”.

  The road information acquisition device 20 acquires road information indicating road conditions and the current position of the vehicle 1 and outputs the road information to the travel control device 100. For example, the road information acquisition device 20 includes a current position acquisition device 21 that is a receiver of a satellite positioning system (GPS), a weather acquisition device 22 that acquires weather during traveling, and an object detection unit 23.

  The object detection unit 23 includes a radar and a camera, and detects an object in front of the vehicle 1, a distance between the object and the vehicle 1, a relative speed of the object with respect to the vehicle 1, a type of the object, and the like. Then, the object detection unit 23 outputs the detection result to the travel control device 100.

  The road information preferably includes road gradient information indicating the gradient of each point on the road in consideration of the travel schedule generated by the travel control device 100 (travel control unit 140). The road gradient information is, for example, data describing the altitude (road altitude) of the corresponding position in association with the horizontal position (latitude / longitude information, etc.) of each place on the road.

  The vehicle information acquisition device 30 acquires vehicle information indicating the operation content of the driver and the state of the vehicle 1 and outputs the vehicle information to the travel control device 100. For example, the vehicle information acquisition device 30 includes an accelerator sensor 31 that detects the amount of depression of the accelerator pedal, a brake switch 32 that detects whether or not the brake pedal is depressed, a shift lever 33, a turn signal switch 34, and the vehicle speed of the vehicle 1. A vehicle speed sensor 35 for detection is included.

  The travel control device 100 generates a travel schedule including driving travel and N coasting based on the above setting information, road information, and vehicle information. Then, the travel control device 100 controls each part of the vehicle 1 so that the vehicle 1 travels according to the generated travel schedule.

  The travel control device 100 also performs alarm output control and control of the braking amount of the vehicle 1. The traveling control device 100 executes alarm control, alarm brake control, and emergency brake control in order as the possibility of a collision with an object ahead of the vehicle 1 increases.

  The warning control is a control that is executed first when the traveling control device 100 determines that there is a possibility of a collision with an object in front of the vehicle 1. In the alarm control, a collision avoidance operation such as a brake operation (braking operation) is urged to the driver by alerting an object by outputting an alarm sound or displaying a meter.

  The alarm brake control is a control executed when an appropriate collision avoidance operation (such as steering or brake operation by the driver) of the driver is not performed for the alarm control. In the alarm brake control, light automatic brake (braking) intervention is performed, and the driver is alerted again by the automatic brake.

  The emergency brake control is the control with the highest braking level that is executed when the driver's appropriate collision avoidance operation is not performed even for the alarm brake control. In emergency brake control, strong automatic braking (braking) intervention is performed, and collision between the vehicle 1 and an object is avoided by the automatic braking. FIG. 2 is a block diagram illustrating an example of the configuration of the travel control device 100.

  As illustrated in FIG. 2, the travel control device 100 includes a collision determination unit 110, a notification control unit 120, a braking control unit 130, a travel control unit 140, and a coasting prohibition control unit 150.

  The collision determination unit 110 determines whether or not the vehicle 1 is highly likely to collide with an object ahead. Specifically, when the object detection unit 23 detects an object in front of the vehicle 1, the collision determination unit 110 uses the information on the distance and relative speed between the vehicle 1 and the object output from the object detection unit 23. Based on this, it is determined whether or not the vehicle 1 and the object are in a pre-collision state where there is a high possibility of collision.

  The collision determination unit 110 may cause the vehicle 1 and the object to collide, for example, when the distance between the vehicle 1 and the object ahead is less than the first predetermined distance and greater than or equal to a second predetermined distance shorter than the first predetermined distance. Is determined to be in a state before the occurrence of the first collision, and the notification control unit 120 is notified accordingly.

  In addition, the collision determination unit 110 may cause the vehicle 1 and the object to collide when the distance between the vehicle 1 and the object ahead is less than the second predetermined distance and greater than or equal to a third predetermined distance shorter than the second predetermined distance. It is determined that the second pre-collision state is higher than the first pre-collision state, and the notification control unit 120 and the braking control unit 130 are notified of the fact.

  Further, when the distance between the vehicle 1 and the object ahead is less than the third predetermined distance, the collision determination unit 110 has a third possibility that the vehicle 1 and the object collide with each other higher than in the second pre-collision state. Is determined to be in a state before the occurrence of a collision, and the notification control unit 120 and the braking control unit 130 are notified of this.

  The notification control unit 120 performs warning control that notifies the driver that the vehicle 1 is highly likely to collide with an object ahead based on the determination result of the collision determination unit 110.

  When the notification control unit 120 receives a notification from the collision determination unit 110 that it is determined that the state is the first state before the occurrence of the first collision, the notification control unit 120 outputs an alarm control signal to an alarm unit (not shown), and the vehicle 1 and the object collide. An alarm (for example, a meter display or a speaker sound) is generated to notify the driver that the possibility of the occurrence is the state before the first collision occurs. Thus, before the braking control is executed by the braking control unit 130, the driver is notified in advance that there is a high possibility that the vehicle 1 and the object will collide.

  In addition, when the notification control unit 120 receives a notification from the collision determination unit 110 that it is determined that the state is the second pre-collision state, the notification control unit 120 outputs a control signal to the alarm unit, and the vehicle 1 and the object collide. An alarm is generated to notify the driver that the possibility is the state before the second collision occurs.

  In addition, when the notification control unit 120 receives a notification from the collision determination unit 110 that it is determined that the state is the third pre-collision state, the notification control unit 120 outputs a control signal to the alarm unit, and the vehicle 1 and the object collide. An alarm is generated to notify the driver that the possibility is the state before the occurrence of the third collision.

  Note that the driver may be notified that the vehicle 1 and the object are likely to collide by causing a light emitting device such as a lamp to emit light instead of the meter display or speaker sound.

  The braking control unit 130 is a brake control device such as an EBS (Electronic Braking System), for example, and executes braking control for decelerating the vehicle 1 based on the determination result of the collision determination unit 110.

  When the brake control unit 130 receives a notification from the collision determination unit 110 that it is determined that the state is the second pre-collision state, the first target required to alert the driver of the collision avoidance operation. The braking device 40 is controlled so as to be decelerated, and a first braking force (alarm brake), for example, about the engine brake is generated for the vehicle 1.

  When the brake control unit 130 receives a notification from the collision determination unit 110 that the third pre-collision state has been determined, the brake control unit 130 has a second target deceleration necessary for avoiding a collision between the vehicle 1 and the object. The braking device 40 is controlled to generate a second braking force (emergency brake) larger than the first braking force on the vehicle 1.

  The travel control unit 140 generates a travel schedule including driving travel and N coasting, and causes the vehicle 1 to travel according to the generated travel schedule based on the current position of the vehicle 1.

  For example, the traveling control unit 140 realizes traveling at a speed according to the traveling schedule by controlling the fuel injection amount of the engine 3 through the power transmission ECU 11 during driving traveling. In addition, the traveling control unit 140 disconnects the clutch 4 via the power transmission ECU 11 during N coasting. Moreover, the traveling control unit 140 appropriately controls each part of the braking device 40 to stop the vehicle 1. Details of the travel schedule will be described later.

  The travel control unit 140 performs control to switch the vehicle 1 to either driving travel or N coasting in the generated travel schedule.

  Specifically, when the road on which the vehicle 1 travels is a predetermined road and the speed of the vehicle 1 acquired from the vehicle speed sensor 35 is within a predetermined range, the vehicle 1 is switched from driving travel to N coasting. The traveling control unit 140 switches the vehicle 1 from N coasting to driving traveling when the speed of the vehicle 1 is out of a predetermined range during N coasting.

  The predetermined road is a road on which the vehicle 1 can travel N, for example, a road including a downhill. Further, the predetermined range is a speed range that is set with reference to the target speed V at the time of automatic traveling of the vehicle 1, and is set to a range from the maximum vehicle speed V + V1 to the minimum vehicle speed V-V1, for example.

  The traveling control unit 140 sequentially outputs traveling mode information indicating whether or not N coasting is being performed to the coasting prohibition control unit 150.

  By the way, when the braking control by the braking control unit 130 is being performed on the vehicle 1, if the condition for switching to N coasting is reached, the traveling of the vehicle 1 is switched from driving traveling to N coasting, so that the vehicle moves forward. There is a risk of approaching and colliding with an object.

  Therefore, in the present embodiment, when the coasting prohibition control unit 150 determines that there is a high possibility that the vehicle 1 will collide with an object ahead by the collision determination unit 110, the braking control by the braking control unit 130 is executed. The traveling control unit 140 is controlled to prohibit the start of N coasting at the previous timing.

  Specifically, the coasting prohibition control unit 150 sequentially acquires information as to whether or not the notification control unit 120 is executing alarm control, and starts N coasting at the timing when the alarm control by the notification control unit 120 is performed. Ban.

  As a result, the vehicle 1 is prevented from switching to N coasting while the braking control is being executed, so that the vehicle 1 can be prevented from approaching and colliding with a front object.

  In addition, when the traveling control unit 140 determines that the possibility that the vehicle 1 will collide with an object ahead is high enough that the braking control by the braking control unit 130 is executed by the collision determination unit 110 during N coasting. , N coast ends. The braking control unit 130 executes the braking control after the N coasting is finished.

  Thereby, even when the vehicle approaches too much during the N coasting, the N coasting is finished and the braking control is performed by the braking control unit 130, so that a collision with the front object can be avoided.

  Further, when it is determined that the vehicle 1 is highly likely to collide with an object ahead when the collision determination unit 110 does not execute the braking control by the braking control unit 130 during N coasting, the traveling control unit 140 Is switched from N coasting to driving.

  As a result, even when the vehicle approaches too close to the front object during N coasting, the vehicle is switched to driving and the braking control unit 130 performs the braking control, so that a collision with the front object can be avoided.

  Although not shown, the engine ECU 10, the power transmission ECU 11, and the travel control device 100 are, for example, a CPU (Central Processing Unit), a storage medium such as a ROM (Read Only Memory) storing a control program, and a RAM (Random Access Memory). Each having a working memory and a communication circuit. In this case, for example, the functions of the above-described units constituting the travel control device 100 are realized by the CPU executing the control program. Note that all or a part of the engine ECU 10, the power transmission ECU 11, and the travel control device 100 may be integrally configured.

  Next, the details of the travel schedule used by the travel control unit 140 will be described. FIG. 3 is a diagram illustrating an example of road gradient information and a travel schedule.

  For example, the travel control unit 140 sequentially generates a travel schedule for a predetermined time length from the current time or for a predetermined travel distance from the current position of the vehicle 1 at regular intervals.

  In this travel schedule, for example, a travel average speed is a target speed V, an allowable maximum speed in N coasting is Vmax = V + V1 or less, and an allowable minimum speed in N coasting is Vmin = V−V1 or more. Generated to satisfy the condition.

  The travel control unit 140 generates a travel schedule that actively performs N coasting based on the road gradient information. Furthermore, the traveling control unit 140 switches from driving traveling to N coasting in front of the vertex position on condition that the speed of the vehicle 1 is equal to or higher than the allowable minimum speed Vmin at the vertex position where the road turns from the uphill to the downhill. A travel schedule including contents is generated.

  As shown in FIG. 3, the road gradient information includes information indicating the road altitude for each horizontal distance (distance) from the current position L0 of the vehicle 1 as indicated by a solid line 211 in FIG. 3, for example. The horizontal distance from the current position L0 of the vehicle 1 can be replaced with the elapsed time from the current time. Also, the road elevation can be replaced with a road gradient from the relationship with the preceding and following road elevations. The road gradient information of the solid line 211 indicates that the current position L0 of the vehicle 1 is in the middle of an uphill, and a downhill exists immediately after the uphill.

  For example, the traveling control unit 140 sequentially determines whether or not there is a portion (the top of the hill) that turns from an uphill to a downhill within a predetermined distance range ahead of the road based on the road gradient information. To do.

  Then, when the top of the hill exists, the traveling control unit 140 determines whether the top of the hill can be exceeded with N coasting when switching to N coasting at the position L1 immediately after the current position L0. That is, the traveling control unit 140 calculates whether or not the speed at the top of the slope is equal to or higher than the allowable minimum speed Vmin. The travel control unit 140 performs the calculation based on the current speed V0, the travel resistance coefficient of the vehicle 1 obtained in advance through experiments or the like, and road gradient information.

  When switching to N coasting on the uphill, the speed of the vehicle 1 decreases rapidly. However, when the speed is high or the distance to the top is short enough to maintain the speed equal to or higher than the allowable minimum speed Vmin (V-V1) at the position approaching the downhill, Even when the vehicle is switched to coasting, it is possible to satisfy the traveling condition that the minimum speed in N coasting is equal to or higher than the allowable minimum speed Vmin.

  When the traveling control unit 140 determines that the top of the hill can be exceeded while N coasting, for example, the traveling control unit 140 switches to N coasting at a point L1 immediately after, and the speed ranges from the allowable minimum speed Vmin to the allowable maximum speed Vmax, that is, ( It is determined to maintain N coasting from point V−V1) to point L2 that deviates from the range of (V + V1). Then, as indicated by a solid line 212 on the lower side of FIG. 3, the travel control unit 140 generates a travel schedule that switches to N coasting at point L1 and maintains N coasting to point L2.

  Specifically, the traveling control unit 140 uses, for example, the following equation (1) to estimate the speed at the top position Lt when the vehicle 1 performs N coasting to the top position Lt (hereinafter “top estimation”). Vt is calculated.

  Here, M is the current vehicle weight of the vehicle 1, g is the gravitational acceleration, h0 is the altitude of the current position L0 of the vehicle 1, ht is the altitude of the top position Lt, μ is the rolling resistance coefficient of the vehicle 1, and Δx is the current position. The horizontal distance (path) from L0 to the top position Lt, θ is the average gradient of the N coasting portion, and V0 is the speed of the vehicle 1.

  Then, when the calculated summit estimated vehicle speed Vt is equal to or higher than the set allowable minimum speed Vmin, the traveling control unit 140 maintains this when N coasting, and switches to N coasting when driving. To decide. In other words, the travel control unit 140 generates a travel schedule as shown by a solid line 212 in FIG. 3, for example, and controls the vehicle 1 according to the travel schedule.

  Such a travel schedule including the N coasting section determined based on the road gradient information effectively improves the fuel efficiency of the vehicle 1. In addition, by driving the vehicle 1 according to the travel schedule, the driver does not need to perform successive accelerator operations.

  In addition, when the vehicle 1 approaches a front object and alarm control is performed by the notification control unit 120 during driving traveling before the position L1 or after the position L2, the condition is to switch to N coasting. In addition, the coasting prohibition control unit 150 prohibits the start of N coasting. Thereby, it can suppress that the vehicle 1 approaches a front object too much.

  Next, an operation example of travel control in the travel control unit 140 will be described. FIG. 4 is a flowchart illustrating an example of an operation example of travel control in the travel control unit 140. The process in FIG. 4 is executed while the vehicle 1 is traveling, for example.

  As illustrated in FIG. 4, the traveling control unit 140 determines whether to start N coasting (step S101). Specifically, traveling control unit 140 determines whether or not both conditions that the road is a predetermined road and that the speed of vehicle 1 is within a predetermined range are satisfied.

  As a result of the determination, when N coasting is not started (step S101, NO), the process proceeds to step S108. On the other hand, when N coasting is started (step S101, YES), the traveling control unit 140 determines whether alarm control by the notification control unit 120 has not occurred (step S102).

  If the result of determination is that alarm control has occurred (step S102, NO), the process transitions to step S108. On the other hand, when alarm control has not occurred (step S102, YES), the traveling control unit 140 switches from driving traveling to N coasting (step S103).

  Next, the traveling control unit 140 determines whether alarm control has not occurred (step S104). If the result of determination is that alarm control has occurred (step S104, NO), the brake control by the brake control unit 130 is executed (step S105). Thereafter, the process proceeds to step S108.

  On the other hand, when alarm control has not occurred (step S104, YES), the traveling control unit 140 determines whether or not N coasting ends (step S106). Specifically, the traveling control unit 140 determines whether or not any of the conditions that the road is a predetermined road and the speed of the vehicle 1 is within a predetermined range is not satisfied.

  As a result of the determination, when N coasting is not terminated (step S106, NO), the process returns to step S104. On the other hand, when N coasting is ended (step S106, YES), the traveling control unit 140 performs control to switch from N coasting to driving traveling (step S107).

  Next, the traveling control unit 140 determines whether or not the traveling of the vehicle 1 is finished (step S108). As a result of the determination, when the traveling of the vehicle 1 does not end (step S108, NO), the process returns to step S101. On the other hand, when the travel of the vehicle 1 is finished (step S108, YES), this control is finished.

  According to the present embodiment configured as described above, it is possible to prevent the vehicle from approaching and colliding with a front object while the braking control of the vehicle 1 is being executed.

  In the above embodiment, the start of N coasting is prohibited at the timing when the alarm control is performed, but the present invention is not limited to this, and after the alarm control is performed, the brake control is executed. The start of N coasting may be prohibited at a timing in between.

  In addition, each of the above-described embodiments is merely an example of actualization in carrying out the present invention, and the technical scope of the present invention should not be construed as being limited thereto. That is, the present invention can be implemented in various forms without departing from the gist or the main features thereof.

  The travel control device of the present disclosure is useful as a travel control device, a vehicle, and a travel control method that can prevent the vehicle from approaching and colliding with an object in front during execution of braking control of the vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Automatic traveling device 3 Engine 4 Clutch 5 Transmission 6 Propulsion shaft 7 Differential device 8 Drive shaft 9 Wheel 10 ECU for engine
11 Power transmission ECU
DESCRIPTION OF SYMBOLS 13 Target vehicle speed setting apparatus 14 Increase / decrease value setting apparatus 20 Road information acquisition apparatus 21 Current position acquisition apparatus 22 Weather acquisition apparatus 23 Object detection part 30 Vehicle information acquisition apparatus 31 Accelerator sensor 32 Brake switch 33 Shift lever 34 Turn signal switch 35 Vehicle speed sensor 40 Braking device 41 Foot brake 42 Retarder 43 Auxiliary brake 100 Travel control device 110 Collision determination unit 120 Notification control unit 130 Braking control unit 140 Travel control unit 150 coasting prohibition control unit

Claims (6)

A travel control unit that causes the vehicle to travel according to a travel schedule including drive travel and inertial travel;
A collision determination unit that determines whether or not the vehicle is likely to collide with an object ahead;
A braking control unit that executes braking control for decelerating the vehicle based on a determination result of the collision determination unit;
When the collision determination unit determines that there is a high possibility that the vehicle will collide with the object ahead, the start of the inertial running is prohibited at a timing before the braking control by the braking control unit is executed. A coasting prohibition control unit for controlling the travel control unit,
A travel control device comprising: When the collision determination unit determines that there is a high possibility that the vehicle will collide with the object in front of the vehicle, a notification control that performs a warning control to notify the driver in advance before the braking control is performed. Part
The coasting prohibition control unit prohibits the start of coasting at the timing when the alarm control is performed by the notification control unit.
The travel control device according to claim 1. In the case where the traveling control unit determines that the vehicle is highly likely to collide with the front object to the extent that the braking control by the braking control unit is not performed by the collision determination unit during the inertia traveling. , Switching the traveling of the vehicle from the inertia traveling to the driving traveling,
The travel control apparatus according to claim 1 or 2. The travel control unit is determined by the collision determination unit during the inertia traveling so that the vehicle is highly likely to collide with the object ahead so that the braking control by the braking control unit is executed. The end of the coasting,
The braking control unit executes the braking control after the inertia running is finished.
The travel control apparatus according to claim 1 or 2. The travel control device according to claim 1 is provided.
vehicle. A travel control method for a travel control device for controlling travel of a vehicle,
The vehicle is driven according to a driving schedule including driving driving and inertia driving,
Determining whether the vehicle is likely to collide with an object ahead,
Based on the determination result, to execute the braking control to decelerate the vehicle,
A travel control method for performing control so as to prohibit the start of inertial travel at a timing before execution of the braking control when it is determined that the vehicle is highly likely to collide with the object ahead.

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