JP2007038759A - Traveling control system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling control system for a vehicle capable of by enabling traveling control even during a clutch pedal operation, and improving traveling performance. <P>SOLUTION: This traveling control system for the vehicle includes: a manual shifting device for transmitting an output of an internal combustion engine mounted on the vehicle; a shift position detector for detecting a shift position thereof; a clutch pedal operation detector for detecting a clutch pedal operation operated by a driver; a rotational speed detector for detecting a rotational speed of the internal combustion engine; a traveling speed detector for detecting the traveling speed for the vehicle; a vehicle target speed setter for setting the vehicle target speed; and an acceleration and deceleration device for accelerating and decelerating the vehicle speed based on its output. Furthermore, a target rotational speed calculator for calculating the target rotational speed of the internal combustion engine based on the detected shift position and the traveling speed, and a rotational speed controller for controlling the rotational speed of the internal combustion engine based on the target rotational speed when the pedal operation operated by the driver is detected during the traveling control operated by the traveling control system. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicular travel control device including a manual transmission unit that performs travel control of a vehicle based on outputs from a travel speed detection unit and a target vehicle speed setting unit and transmits an output from an internal combustion engine (engine) to drive wheels. It is about.

  In recent years, when there is no preceding vehicle, cruise is performed at the set vehicle speed, and when the preceding vehicle is present and cruise traveling at the set vehicle speed is not possible, the distance between the preceding vehicle and the preceding vehicle is kept constant. There has been proposed a vehicular travel control device that includes a so-called adaptive cruise control (ACC) device that travels.

As this kind of technology, Patent Document 1 discloses that the ACC switch is operated when the clutch pedal operation is detected, and the clutch pedal operation is completed within a predetermined time after the operation of the ACC switch is detected. In such a case, a technique has been proposed in which the follow-up running control is resumed.
JP 2003-237410 A

  By the way, when the travel control process is performed in a vehicle equipped with a manual transmission means, it is common to start the travel control when the clutch pedal is not operated (in other words, when the clutch pedal is not depressed). It is. However, some drivers may request the start of travel control even when the clutch pedal is being operated, and in order to respond to this request, even when the clutch pedal is being operated, a request for travel control is required. Possible vehicles are being considered.

However, when the clutch pedal is operated, the engine speed remains at the idle speed. Therefore, when the travel control request is received at this time and the travel control is started, after the operation of the clutch pedal is finished (in other words, after the clutch pedal is released), the engine speed is requested from the idle speed. The speed of the running control will rise rapidly. As a result, there is a problem that rapid fluctuations in the rotational speed occur and the running performance may be reduced. In addition, there is a problem that noise associated with rapid fluctuations in the rotational speed is generated, which may impair driver comfort.
An object of the present invention is to provide a vehicular travel control device that can perform travel control even when a clutch pedal is operated and can improve travel performance.

  The invention according to claim 1 is a manual transmission means for transmitting the output of an internal combustion engine mounted on a vehicle to drive wheels, and a clutch pedal operation detection means for detecting a clutch pedal operation by a driver (for example, the clutch in the embodiment). A pedal sensor 20), a rotation speed detection means for detecting the rotation speed of the internal combustion engine (for example, the engine rotation speed sensor 22 in the embodiment), and a travel speed detection means for detecting the travel speed of the vehicle (for example, implementation). Vehicle speed sensor 12) in the embodiment, target vehicle speed setting means for setting the target vehicle speed (for example, the set switch 24, resume switch 25, control device 16 in the embodiment), the travel speed detection means, and the target vehicle speed setting means Acceleration / deceleration means for accelerating / decelerating the vehicle based on the output (for example, the brake control device 18 in the embodiment); In the vehicular travel control apparatus, the target rotational speed calculation means for calculating the target rotational speed that is larger than the idling rotational speed of the internal combustion engine (for example, step S34, step S38 of the control device 16 in the embodiment). When the clutch pedal operation by the driver is detected during the travel control by the travel control means, the rotational speed of the internal combustion engine is controlled based on the target rotational speed. And a rotational speed control means (for example, the process of step S58 of the control device 16 in the embodiment).

  According to this invention, even when the clutch pedal operation of the driver is detected by the clutch pedal operation detecting means, the internal combustion engine is operated based on the target rotational speed that is larger than the idling rotational speed of the internal combustion engine. Since the engine speed is controlled by the engine speed control means, when the clutch pedal operation is no longer detected, the engine speed required for the engine speed is calculated from the engine speed calculated based on the target engine speed. What is necessary is just to shift to a number. Therefore, compared with a case where the engine speed is shifted from the idling engine speed, it is possible to prevent a sudden change in the engine speed of the internal combustion engine, and it is possible to quickly and smoothly shift to the required engine speed and travel the vehicle. it can.

  The invention according to claim 2 is the invention according to claim 1, wherein the acceleration / deceleration means includes throttle means for adjusting the output of the internal combustion engine (for example, the throttle control device 17 in the embodiment), and Throttle drive means for driving the throttle means (for example, the control device 16 in the embodiment also serves), and the rotational speed control means operates the clutch pedal when the travel control by the travel control means is being performed. When the detection means detects the clutch pedal operation of the driver, the control based on the target rotational speed is performed after the throttle opening fully closed control for fully closing the throttle opening (for example, in the embodiment) Step S50 of the control device 16).

  According to the present invention, when the clutch pedal is operated, the control based on the target opening is started after the throttle opening is fully closed. Therefore, it is possible to reliably reduce the rotational speed of the internal combustion engine.

  The invention according to a third aspect is the one according to the second aspect, wherein the rotational speed control means is calculated by the rotational speed of the internal combustion engine detected by the rotational speed detection means and the target rotational speed calculation means. When the rotational speed difference from the target rotational speed is within a predetermined value, the control proceeds from the throttle opening fully closed control to the control based on the target rotational speed (for example, in step S48 of the control device 16 in the embodiment). Processing).

  According to the present invention, after the throttle valve is fully closed, the control shifts to the control based on the target rotational speed. The switching timing is the rotation between the rotational speed of the internal combustion engine and the target rotational speed calculated by the target rotational speed calculating means. Since the determination is based on the number difference, it is possible to smoothly switch the control of the throttle opening.

According to a fourth aspect of the present invention, there is provided the second or third aspect of the invention, wherein the rotation speed control means has passed a predetermined time or more after the throttle opening fully closed control by the rotation speed control means is started. Then, the control is shifted from the throttle opening fully closed control to the control based on the target rotational speed (for example, the process of step S54 of the control device 16 in the embodiment).
According to the present invention, the control shifts to the control based on the target rotational speed after the throttle is fully closed, but the switching timing is determined based on the throttle opening fully closed control elapsed time. Control switching can be performed reliably.

The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein a shift speed detecting means for detecting a shift speed of the manual transmission (for example, a shift position sensor in the embodiment). 21), wherein the target rotational speed calculation means calculates the target rotational speed of the internal combustion engine based on the shift speed detected by the shift speed detection means and the travel speed detected by the travel speed detection means. To do.
According to this invention, since the engine speed is controlled by the engine speed control means based on the target engine speed calculated based on the vehicle running speed and the target vehicle speed, the clutch pedal operation is not detected. Sometimes, since it is only necessary to shift the rotational speed of the internal combustion engine from the rotational speed calculated based on the target rotational speed to the required rotational speed, it is possible to prevent the occurrence of rapid fluctuations in the rotational speed of the internal combustion engine, The vehicle can be traveled by quickly and smoothly shifting to the required rotational speed. In addition, when the traveling speed of the vehicle substantially matches the target vehicle speed, it is not necessary to change the rotational speed of the internal combustion engine before and after the clutch pedal operation is released, so that the traveling performance of the vehicle can be further improved. Become.

The invention according to claim 6 is the one according to any one of claims 1 to 5, wherein the target rotation speed calculation means detects the clutch pedal operation of the driver by the clutch pedal operation detection means. The target rotational speed is calculated based on the gear ratio of the shift stage that is one step higher than the shift stage detected by the shift stage detecting means (for example, step S34, step S38, step S38 of the control device 16 in the embodiment). (Processing of S42 and step S44).
According to the present invention, the target rotational speed when the clutch pedal is depressed is calculated based on the gear ratio of the gear that is one step higher than expected to be shifted by the driver, not the current gear. Therefore, it is possible to smoothly execute the rotation speed adjustment of the internal combustion engine when the clutch is connected.

According to the first aspect of the present invention, traveling control is possible even when the clutch pedal is operated, and traveling performance can be improved.
According to the second aspect of the invention, since the accuracy of the rotational speed control of the internal combustion engine can be improved, the running performance can be further improved.

According to the invention of claim 3, it is possible to smoothly switch the control of the throttle opening.
According to the invention which concerns on Claim 4, it becomes possible to perform control switching of throttle opening reliably.
According to the invention of claim 5, it is possible to further improve the running performance of the vehicle.
According to the invention which concerns on Claim 6, it becomes possible to perform smoothly the rotation speed adjustment of the internal combustion engine at the time of clutch connection.

Embodiments of a vehicle travel control device according to the present invention will be described below with reference to the drawings. The vehicle travel control device is mounted on a vehicle including a transmission including a manual transmission.
A vehicle travel control device 10 according to the present embodiment is, for example, a driving support device that performs speed control of the host vehicle. For example, as shown in FIG. 1, an inter-vehicle distance sensor 11, a vehicle speed sensor 12, Main switch (main SW) 13, accelerator pedal sensor 14, brake pedal sensor 15, control device (ECU) 16, throttle control device 17, brake control device 18, clutch pedal sensor 20, shift position sensor 21, an engine speed sensor 22, a timer 23, a set switch 24, a resume switch 25, and a notification device 26.

The inter-vehicle distance sensor 11 detects a distance (an inter-vehicle distance) between the host vehicle and a preceding vehicle that travels in a forward position in the traveling direction of the host vehicle, and outputs a detection result to the control device 16.
The vehicle speed sensor 12 detects the traveling speed (vehicle speed) of the vehicle and outputs the detection result to the control device 16.
The main switch 13 gives an instruction to activate or stop the driving operation support operation by, for example, an ON / OFF operation by a driver of the vehicle.

The accelerator pedal sensor 14 detects an operation state of an accelerator pedal (not shown) by a driver of the vehicle, that is, an on / off state of the accelerator pedal and an accelerator pedal operation amount, and outputs a detection result to the control device 16.
The brake pedal sensor 15 detects the operation state of a brake pedal (not shown) by the driver of the vehicle, that is, the on / off state of the brake pedal and the amount of brake pedal operation, and outputs the detection result to the control device 16.

The clutch pedal sensor 20 detects an operation state of a clutch pedal (not shown) by a driver of the vehicle, that is, an on / off state of the clutch pedal and an accelerator pedal operation amount, and outputs a detection result to the control device 16.
The shift position sensor 21 detects the shift position selected by the driver via a select lever (not shown), and outputs the detection result to the control device 16.

The engine speed sensor 22 detects the engine speed Ne and outputs the detection result to the control device 16.
The timer 23 detects the driver's clutch pedal operation time and the throttle opening time detected by the clutch pedal sensor 20, and outputs the respective detection results to the control device 16.

The set switch 24 gives an instruction to set the target vehicle speed set at the time of cruise traveling, for example, by an ON / OFF operation by a driver of the vehicle, to the current vehicle speed.
The resume switch 25 gives an instruction to resume the cruise traveling at the vehicle speed at the previous cruise traveling stored in the memory (not shown) of the control device 16 by, for example, an ON / OFF operation by the driver of the vehicle.

The throttle control device 17 controls, for example, the throttle opening degree according to an instruction output from the control device 16 to accelerate or decelerate the host vehicle.
The brake control device 18 controls the brake fluid pressure, for example, according to an instruction output from the control device 16 to decelerate the host vehicle.

When the operation of the driving operation support operation is instructed by turning on the main switch 13 by the driver of the vehicle, the control device 16 detects the presence or absence of the preceding vehicle by using a radar or a camera mounted on the own vehicle, for example. When detected, the speed is controlled so as to maintain a predetermined target inter-vehicle distance below a predetermined target upper limit speed, while when a preceding vehicle is not detected, the predetermined target upper limit speed is maintained. Speed control is performed.
Here, the control device 16 can set and change the target upper limit speed and the target inter-vehicle distance according to a predetermined accelerator pedal operation state or a brake pedal operation state by a vehicle driver.

  FIG. 2 is a main flowchart of cruise control. As shown in the figure, the cruise control main process is started in step S10. First, in step S12, an ON / OFF signal of the main switch 13 is detected to determine whether cruise control is being performed. If this determination result is YES, the process proceeds to step S14, and if this determination result is NO, the process proceeds to step S13.

  In step S13, it is determined whether or not an operation of the set switch 24 is detected. If this determination result is YES, the process proceeds to step S15, and if this determination result is NO, the process proceeds to step S17. In step S15, the vehicle speed detected by the vehicle speed sensor 12 is stored as a target vehicle speed in a memory (not shown) of the control device 16, and cruise traveling control is started. And the process of this flowchart is complete | finished.

  On the other hand, in step S <b> 17, it is determined whether or not the operation of the resume switch 25 is detected and there is a memory vehicle speed recorded in the memory of the control device 16. If this determination result is YES, the process proceeds to step S19, and if this determination result is NO, the process of this flowchart is ended. In step S19, cruise control is started with the memory vehicle speed as the target vehicle speed. And the process of this flowchart is complete | finished.

In step S14, it is determined based on the detection result of the clutch pedal sensor 20 whether or not the clutch pedal is depressed. If this determination result is YES, the process proceeds to step S16, and if this determination result is NO, the process proceeds to step S18.
In step S18, the travel mode for cruise travel control is set, and the vehicle travels in the cruise travel control mode. And the process of this flowchart is complete | finished.

  In step S16, it is determined whether or not the clutch pedal depression time measured by the timer 23 (in other words, the time during which the clutch pedal sensor 20 is ON) is greater than a predetermined time ΔT. If this determination result is YES, the process proceeds to step S22, and if this determination result is NO, the process proceeds to step S20.

In step S20, control for adjusting the engine speed during clutch depression, which will be described later, is performed (see FIG. 3). And the process of this flowchart is complete | finished.
In step S22, the cruise control control is canceled. By performing the control in this way, it is possible to cancel or interrupt the travel control based on the travel control request that is presumed that the driver's erroneous operation or the travel control request intention has been cancelled. In other words, when the driver requests vehicle travel control, the clutch pedal operation is released immediately after requesting cruise control in order to quickly shift to the vehicle speed of the set travel control. This is because it is considered natural to do. And the process of this flowchart is complete | finished.

  FIG. 3 is a sub-flowchart of engine speed matching control during clutch depression. First, as shown in step S32, based on the detection result of the shift position sensor 21, it is determined whether or not the shift stage is the second speed. If this determination result is YES, the process proceeds to a step S34, and if this determination result is NO, the process proceeds to a step S36. In step S34, the target engine speed is calculated by multiplying the vehicle speed by the gear ratio of the third speed, which is one step higher than the second speed. Then, the process proceeds to step S46.

  In step S36, based on the detection result of the shift position sensor 21, it is determined whether or not the shift stage is the third speed. If this determination result is YES, the process proceeds to a step S38, and if this determination result is NO, the process proceeds to a step S40. In step S38, the target engine speed is calculated by multiplying the vehicle speed by the gear ratio of the fourth speed, which is one step higher than the third speed. Then, the process proceeds to step S46.

  In step S30, based on the detection result of the shift position sensor 21, it is determined whether or not the shift stage is the fourth speed. If this determination result is YES, the process proceeds to a step S42, and if this determination result is NO, the process proceeds to a step S44. In step S42, the target engine speed is calculated by multiplying the vehicle speed by the gear ratio of the fifth speed, which is one step higher than the fourth speed. Then, the process proceeds to step S46.

In step S44, the target engine speed is calculated by multiplying the highest six-speed gear ratio by the vehicle speed, and the process proceeds to step S46.
In step S46, it is determined whether or not the clutch pedal depression detection time has elapsed a predetermined time Δt. If this determination result is YES, the process proceeds to a step S42, and if this determination result is NO, the process proceeds to a step S50. In step S48, it is determined whether or not the engine speed detected by the engine speed sensor 22 is larger than a value obtained by adding a predetermined value α to the target speed calculated in the above-described step. If this determination result is YES, the process proceeds to step S50, and if this determination result is NO, the process proceeds to step S52.

In step S50, the throttle opening is set to “fully closed”. Then, the process proceeds to step S58.
In step S52, it is determined whether or not the output of the initial throttle opening has been completed. If this determination result is YES, the process proceeds to a step S54, and if this determination result is NO, the process proceeds to a step S56. In step S54, engine speed feedback control described later is performed. Instead of step S54, the throttle opening may be calculated from a map (not shown) showing the relationship between the target rotational speed and the throttle opening, and the calculated throttle opening may be output. Then, after the process of step S54 (or step S54 ′), the process proceeds to step S58. In step S56, the initial throttle opening is output and the process proceeds to step S58.
In step S58, the throttle control device 17 is controlled to set the throttle opening to the throttle opening set in the above-described step. And the process of this flowchart is complete | finished.

  FIG. 4 is a sub-flowchart showing the contents of engine speed feedback control. First, when the engine speed feedback control is started in step S54, in step S62, the target speed calculated in the above-described step, the engine speed detected by the engine speed sensor 22, the engine speed sensor 22 and the timer. Based on the engine speed change speed detected at 23, the throttle change amount is calculated by the following equation (1).

Throttle change amount = Ka × (target engine speed−engine speed) −Kb × engine speed change speed Equation (1)

Here, Ka and Kb are constants. In step S64, it is determined whether or not the throttle change amount calculated by the equation (1) is smaller than zero. If the determination result is YES, the process proceeds to step S66 to perform throttle closing control. If the determination result is NO, the process proceeds to step S68 to perform throttle opening control.
In step S66, the throttle change amount is multiplied by a constant Kc in order to adjust the change amount, and in step S70, the throttle close change amount is limited. On the other hand, in step S68, the throttle opening change amount is limited using the value of the throttle change amount as it is. In step S72, the current throttle opening is calculated by adding the previous throttle opening to the throttle change obtained in the above step. Then, the processing of this flowchart is repeated.

FIG. 5 is a graph showing an example of temporal changes in the state of the clutch pedal, the engine speed, the throttle opening, and the shift position of the vehicle travel control apparatus according to the present embodiment. This figure shows a state where the cruise is initially performed at a shift speed of the fourth speed.
As shown in the figure, when the depression of the clutch pedal is detected by the clutch pedal sensor 20 (time t1), the throttle control device 17 is controlled to control the throttle opening to 0 degree (fully closed). As a result, the engine speed Ne gradually decreases from the speed at the fourth speed. At this time, the target engine speed is calculated at a fifth speed that is one step higher than the current shift stage.

Thereafter, when it is detected that the engine rotational speed Ne has reached a predetermined rotational speed (5-speed rotational speed + α), the throttle control device 17 opens the throttle in accordance with the target rotational speed (in this case, the 5-speed rotational speed). The degree is controlled (time t3). As a result, the engine speed Ne is prevented from further decreasing, and the engine speed is maintained at a speed equivalent to the fifth speed.
Then, with the clutch pedal depressed, the shift position is changed from the 4th speed to the 5th speed (time t4), and thereafter, the clutch pedal sensor 20 confirms that the depression of the clutch pedal is released within a predetermined time ΔT. Even after it is detected (time t5) and the throttle opening is changed to the throttle opening at the fifth speed (time t6), the shift position is quickly changed without substantially changing the engine speed Ne ( In this case, the vehicle can be driven at a rotation speed of 5 (speed). If the clutch pedal is depressed for a predetermined time ΔT, the cruise control control is cancelled.

  Thus, according to travel control device 10 shown in the present embodiment, with the clutch pedal being depressed, the engine speed is held at the speed calculated based on the target speed, and the clutch pedal is The engine speed can be shifted to the required speed after the depression of the engine is released, so that sudden fluctuations in the engine speed can be prevented, and the required speed can be achieved quickly and smoothly. The vehicle can be driven by shifting. In addition, the target rotational speed when the clutch pedal is depressed is not the current gear position (in this case, 4th gear), but the gear ratio of a gear step that is one step higher (in this case, 5th gear) that is expected to be shifted by the driver. Based on the calculation. Therefore, it is possible to smoothly execute the rotation speed adjustment of the internal combustion engine when the clutch is connected.

  As a shift change performed during cruise control control, it is generally considered that the gear is shifted up to the above-described higher gear. However, a case where the gear is shifted down to a lower gear position (for example, from the fourth speed to the third speed) can also be assumed. In this case, it is necessary to change the engine speed, which has been maintained at the target speed of the fifth speed when the clutch pedal is depressed, to the third speed after releasing the depression of the clutch pedal. However, even in this case, it is possible to quickly adjust the rotational speed and prevent rapid fluctuations in the rotational speed as compared with the case where the rotational speed is increased from the rotational speed equivalent to the conventional idle rotational speed. . It is also conceivable to keep the engine speed at the target speed of the lower gear position while the clutch pedal is depressed. In this case, the engine speed increases when the clutch pedal is depressed. From the viewpoint of safety, the method of the embodiment is more preferable.

  The present invention is not limited to the embodiment described above. For example, in the embodiment, the case of a vehicle having a gear stage up to the sixth speed has been described. However, the present invention is not limited thereto, and can be applied to a vehicle having up to the fifth speed. Further, in the embodiment, the case where the cruise traveling control is performed as the traveling control has been described. However, when the cruise traveling at the set vehicle speed is impossible because the preceding vehicle exists, the inter-vehicle distance from the preceding vehicle is set to a certain distance. The present invention can also be applied to a vehicle that can perform so-called adaptive cruise control while traveling at a high speed.

1 is a configuration diagram of a vehicle travel control device according to an embodiment of the present invention. FIG. It is a main flowchart of cruise control. FIG. 3 is a sub-flowchart showing a process of engine speed matching control during clutch depression shown in FIG. 2. FIG. Fig. 4 is a sub-flowchart showing a process of engine speed feedback control shown in Fig. 3. It is a graph which shows an example of the time change of the state of the clutch pedal which the vehicle travel control apparatus shown in FIG. 1 has, engine speed, throttle opening, and shift position.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Traveling control apparatus 11 ... Inter-vehicle distance sensor 12 ... Vehicle speed sensor 13 ... Main switch 14 ... Accelerator pedal sensor 15 ... Brake pedal sensor 16 ... Control apparatus (ECU)
17 ... Throttle control device 18 ... Brake control device 20 ... Clutch pedal sensor 21 ... Shift position sensor 22 ... Engine speed sensor 23 ... Timer

Claims (6)

Manual transmission means for transmitting the output of the internal combustion engine mounted on the vehicle to the drive wheels;
Clutch pedal operation detecting means for detecting clutch pedal operation by the driver;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Traveling speed detection means for detecting the traveling speed of the vehicle;
Target vehicle speed setting means for setting the target vehicle speed;
In the vehicle travel control device, comprising: acceleration / deceleration means for accelerating / decelerating the vehicle based on outputs from the travel speed detecting means and the target vehicle speed setting means,
Target rotational speed calculation means for calculating a target rotational speed that is larger than the idling rotational speed of the internal combustion engine;
A rotational speed control means for controlling the rotational speed of the internal combustion engine based on the target rotational speed when a clutch pedal operation by the driver is detected during the travel control by the travel control means. A vehicle travel control device. The acceleration / deceleration means includes
Throttle means for adjusting the output of the internal combustion engine;
Throttle drive means for driving the throttle means,
The rotation speed control means includes
When the travel control by the travel control means is being performed and the clutch pedal operation detecting means detects the driver's clutch pedal operation, the throttle opening fully closed control is performed so that the throttle opening is fully closed. The vehicle travel control apparatus according to claim 1, wherein the control is performed based on the target rotational speed. The rotation speed control means includes
When the rotational speed difference between the rotational speed of the internal combustion engine detected by the rotational speed detection means and the target rotational speed calculated by the target rotational speed calculation means is within a predetermined value, the throttle opening fully closed control is started. The vehicle travel control apparatus according to claim 2, wherein the vehicle travel control apparatus shifts to control based on a target rotational speed. The rotation speed control means includes
3. The throttle opening fully closed control is shifted to control based on a target rotational speed after a predetermined time or more has elapsed since the throttle opening fully closed control by the rotation speed control means was started. The vehicle travel control device according to claim 3. Shift stage detecting means for detecting a shift stage of the manual transmission;
2. The target rotational speed calculation means calculates a target rotational speed of the internal combustion engine based on a shift speed detected by the shift speed detection means and a travel speed detected by the travel speed detection means. The vehicle travel control apparatus according to claim 4. The target rotational speed calculation means includes
Calculating a target rotational speed based on a gear ratio of a gear that is one step higher than the gear detected by the gear detection unit when the clutch pedal operation is detected by the clutch pedal operation detector; The vehicular travel control apparatus according to any one of claims 1 to 5, characterized in that:

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