JP2015070779A - Control device for driving force during slipping of wheel of vehicle independently driving left and right wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for driving force during slipping of wheels that even though a state where all wheels on either a left side or a right side are in slip condition continues, can generate driving force required by a vehicle.SOLUTION: In controlling driving force when, even if one-side wheels 2 of left and right driving wheels 1 and 2 slip (reference: increase of velocity of wheel Vw shown by a broken line), the other side wheels 1 remain in non-slip condition after t1 during accelerated running while increasing, as illustrated, vehicle body speed VSP of a two wheel drive vehicle, driving force of the non-slipped wheels 1 is increased, as shown in t1-t2, to a level shown by a solid line by loss of driving force that is increased, as shown by a broken line, by the slipping of the slipped wheels 2. This, even though the state where all wheels on the left side or right side are in the slip condition continues, allows the driving force lost by the slipping of the slipped wheels 2 to be compensated with increase in driving force of the non-slipped wheels 2 so that the problem that driving force of the vehicle is insufficient to required force can be avoided.

Description

  The present invention relates to a wheel slip driving force control apparatus for a left and right wheel individually driven vehicle capable of driving by individually driving at least a pair of left and right wheels, and in particular, one of the left and right driving wheels slips, and the other side drive. The present invention relates to a driving force control device for the other-side driving wheel when the wheel is not slipping.

Conventionally, for example, a device described in Patent Document 1 has been proposed as a driving force control device at the time of wheel slip of a left and right wheel individual drive vehicle.
In this proposed technique, when only one wheel slips in a four-wheel individual drive vehicle, the driving force that is lost to the non-slip wheel on the same side as the slip wheel on the left side and the right side due to the slip is lost. Distribute
Also, when the slip wheel is a total of two wheels, one on each of the left and right wheels, the driving force lost to the slip wheels is distributed to the non-slip wheels on the same side,
Furthermore, when there are three slip wheels, four wheels, or two slip wheels on the same side, normal traction control and anti-skid control are performed on the slip wheels.

Japanese Patent Laid-Open No. 10-295004

However, in the driving force control technology at the time of wheel slip described in Patent Document 1 described above, the driving force that is lost due to the slip wheel being distributed due to slip is compensated by the increase in driving force of the non-slip wheel on the left and right sides. When there is no non-slip wheel on the same side as the slip wheel, the driving force compensation described above cannot be performed, and only normal traction control and anti-skid control are performed on the slip wheel.
As a result, the vehicle driving force required by the driver cannot be obtained, and the vehicle cannot be accelerated as required.

Furthermore, in the wheel slip driving force control technology disclosed in Patent Document 1, when only one wheel slips or when the slip wheel is a total of two wheels, one on each side, that is, on the same side of the left and right sides, When a slip that is mixed with slip wheels occurs, the driving force that is lost to the slip wheel is distributed to the non-slip wheel on the same side as the slip wheel to compensate for the drive force.
In this way, in a slip occurrence scene in which slip wheels and non-slip wheels are mixed on the left and right sides, the non-slip wheels immediately slip on the low μ road, and the time for performing the driving force compensation is very short. As a result, the vehicle driving force required by the driver cannot be obtained, and the problem of insufficient driving force cannot be avoided.

  The present invention is a scene in which the problem of insufficient driving force cannot be avoided as described above in the prior art, that is, the state where all the driving wheels on the left and right sides are on the low μ road surface and are slipping. An object of the present invention is to propose a driving force control device at the time of wheel slip so that the vehicle does not run short of the driving force even when the vehicle continues.

For this purpose, the wheel slip driving force control apparatus for a left and right individual drive vehicle according to the present invention is configured as follows.
First, to explain the left and right wheel individual drive vehicle that is the premise of the present invention, this is a vehicle that can run by driving at least a pair of left and right wheels individually,
In the present invention, when the one-side drive wheel slips out of the left and right drive wheels and the other-side drive wheel does not slip, only the at least part of the driving force lost by the slip of the one-side drive wheel is The driving force of the side drive wheel is configured to increase.

In the driving force control device at the time of wheel slip of the left and right individual drive vehicle according to the present invention described above,
Of the left and right drive wheels, when the one side drive wheel slips and the other side drive wheel does not slip, the drive force of the other side drive wheel is reduced by at least a part of the drive force lost by the slip of the one side drive wheel. To increase
Even in a scene where all the drive wheels on the left and right sides are on a low μ road surface and continue to slip, at least a portion of the drive force lost due to the slip of the one-side drive wheel is slipping. It can be supplemented by an increase in the driving force of the other driving wheel.

  Therefore, even in a scene in which all the driving wheels on the same left and right sides are on a low μ road surface and continue to be in a slip state, the problem arises that the driving force of the vehicle is greatly insufficient for the driver's request. Therefore, the above-described problems of the conventional apparatus can be avoided.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a drive system and a control system of an electric vehicle including a wheel slip driving force control device according to an embodiment of the present invention. It is a characteristic diagram which shows the change characteristic of the driving force (torque) with respect to the slip ratio of a wheel. 3 is a flowchart of a wheel slip driving force control program executed by the driving force control system of the electric vehicle shown in FIG. FIG. 4 is an operation time chart according to the wheel slip driving force control program shown in FIG. 3. FIG.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of Example>
FIG. 1 is a schematic diagram showing a drive system and control system of an electric vehicle provided with a wheel slip driving force control device according to an embodiment of the present invention.
The electric vehicle is a two-wheel drive type electric vehicle that can be driven by driving a pair of left and right wheels 1 and 2 by individual motors 3 and 4. In the following, wheel 1 is a non-slip wheel and wheel 2 is a slip wheel. Expand the description as:

The drive wheels 1 and 2 and the corresponding motors 3 and 4 are drive-coupled via reduction gear sets 5 and 6, respectively.
The motors 3 and 4 are driven by current from the corresponding inverters 7 and 8, respectively, and the wheels 1 and 2 are individually driven through the reduction gear sets 5 and 6 with a driving force corresponding to the current.
Inverters 7 and 8 respond to a motor drive current command, which will be described later, by DC-AC conversion of power from a common battery (not shown) and send the motor drive current according to the command to the corresponding motors 3 and 4. By supplying, the driving force of these motors 3 and 4 is controlled.

The motor drive current command to the inverters 7 and 8 is determined by the following control system shown by a block diagram in FIG.
The drive wheel speed calculation unit 11 calculates the drive wheel speed Vw of the left and right drive wheels 1 and 2 (for the sake of convenience) by multiplying the rotation speed Nm of the motors 3 and 4 by the dynamic radius of the left and right drive wheels 1 and 2 and the transmission gear ratio. , Indicated by the same symbol).
The vehicle body speed calculation unit 12 obtains the vehicle body speed VSP by multiplying the driving wheel speed Vw, the dynamic radius of the driving wheels 1 and 2, and the vehicle longitudinal acceleration G.
The slip amount calculation unit 13 subtracts the vehicle body speed VSP from the drive wheel speed Vw to obtain the slip amount Vslip (indicated by the same sign for convenience) of the drive wheels 1 and 2.

The slip wheel determination unit 14 determines whether the left and right drive wheels 1 and 2 have slipped from the slip amount Vslip of the drive wheels 1 and 2, and if a slip occurs, which of the left and right drive wheels 1 and 2 has slipped? Determine.
The control start determination unit 15 should start the driving force control that the present invention aims at the occurrence of wheel slip or the wheel slip depending on whether the slip amount Vslip of the left and right drive wheels 1 and 2 is greater than or less than the slip determination threshold. At the end of this, it is determined whether or not the driving force control aimed by the present invention should be terminated.
In this determination, when the driving wheel slip amount Vslip is equal to or larger than the slip determination threshold, the driving force control targeted by the present invention should be started when a wheel slip occurs. ) When FLAG is set to 1 and the driving wheel slip amount Vslip is less than the slip determination threshold, the driving force control targeted by the present invention should be terminated at the end of the wheel slip. Control start flag) FLAG is reset to 0.

The acceleration torque command value calculation unit 16 calculates an acceleration torque command value Tdrv requested by the driver through the accelerator operation based on the current vehicle speed VSP from the accelerator opening APO and the vehicle speed VSP.
The road surface gradient calculation unit 17 calculates a road surface gradient α from the accelerator opening APO and the vehicle body speed VSP.
The left / right road surface μ calculating unit 18 obtains the left / right road surface μ related to the left and right driving wheels 1 and 2 from the ratio of the vehicle longitudinal acceleration to be obtained from the accelerator opening APO and the vehicle longitudinal acceleration obtained from the left and right driving wheel speed Vw. .

When the slip flag (driving force control start flag) FLAG is 1, the slip wheel torque loss amount calculation unit 19 obtains the driving force loss amount Tdwn that the slip wheel 2 has lost due to the slip. From the acceleration torque command value Tdrv The slip wheel torque loss amount Tdwn is obtained by subtracting the multiplication value of the drive wheel slip amount Vslip and the control gain Gain.
A motor drive current command corresponding to a wheel drive force that is lower by the slip wheel torque loss amount Tdwn is applied to the inverter 8 of the slip wheel 2.

  The non-slip wheel torque increase amount determining unit 21 requires a torque increase necessary amount to make up for the torque loss of the slip wheel 2 with the non-slip wheel 1 when the slip flag (driving force control start flag) FLAG is 1. A is determined by the difference between the current non-slip wheel driving force and the slip wheel driving force, but this non-slip wheel torque increase required amount A is substantially equivalent to the above torque loss amount Tdwn of the slip wheel. Here, A = Tdwn is determined.

As will be described in detail with reference to FIG. 2, this figure shows both the wheel driving force change characteristic with respect to the slip ratio of the non-slip wheel 1 and the wheel driving force change characteristic with respect to the slip ratio of the slip wheel 2. Both generate the maximum driving force indicated by a blank circle at substantially the same ideal slip rate.
Assuming that the current driving force D of the non-slip wheel 1 and the driving force of the slip wheel 2 are the values indicated by the hatched circles, the non-slip wheel torque increase required amount A = Tdwn is shown in FIG. It is especially required.

The non-slip wheel torque increase amount determination unit 21 calculates the non-slip wheel torque increase required amount A = Tdwn as described above, and then determines the additional torque amount B of the non-slip wheel 1.
As is apparent from FIG. 2, the additional torque amount B of the non-slip wheel 1 is obtained by subtracting the current driving force D of the non-slip wheel 1 from the maximum driving force C of the non-slip wheel 1 obtained at the ideal slip ratio. The difference value (C−D) obtained can be obtained.

  The non-slip wheel torque increase amount determining unit 21 further compares the non-slip wheel torque increase requirement amount A with the non-slip wheel 1 additional torque amount B that can be added. Because it is feasible, it is instructed to increase the driving force of non-slip wheel 1 by A, and if A> B, only non-slip wheel torque increase required amount A can be realized only by B. Command and output to increase force by B.

Basically, the motor driving current command corresponding to the wheel driving force that is larger by the amount A or B according to the command from the non-slip wheel torque increase amount determination unit 21 is directed to the inverter 7 of the non-slip wheel 1, This contributes to driving force control of the non-slip wheel 1, but in this embodiment, the driving force increase amount A or B is limited as follows.
According to the non-slip ring road surface μ determined by the non-slip ring road surface μ judging unit 22, the torque increase amount limiting unit 23 reduces the driving force increase amount A or B of the non-slip wheel 1 as the non-slip ring road surface μ decreases. .

The torque increase possible amount calculation unit 24 according to the road surface gradient considers the road surface gradient α, and decreases the driving force increase amount A or B of the non-slip wheel 1 as the wheel load decreases.
In the torque increase amount limiting unit 25 corresponding to the vehicle body speed, the drive force increase amount A or B of the non-slip wheel 1 is decreased as the vehicle body speed VSP is higher.
In the torque increase amount limiting unit 26 corresponding to the vehicle slip angle β, the larger the vehicle slip angle β obtained by the calculation unit 27 based on the steering angle θ and the yaw rate φ around the vehicle vertical axis, that is, the larger the steering state is. The driving force increase amount A or B of the non-slip wheel 1 is limited.
The torque increase amount limiting unit 28 corresponding to the yaw rate φ limits the drive force increase amount A or B of the non-slip wheel 1 as the vehicle yaw rate φ increases.

  The motor driving current command corresponding to the driving force command value of the non-slip wheel 1 increased by the limited driving force increase amount A or B is directed to the inverter 7 of the non-slip wheel 1, and the non-slip wheel 1 The driving force is controlled.

<Driving force control during wheel slip>
The control system shown by the functional block diagram of FIG. 1 performs wheel slip driving force control as shown by the control program of FIG.
In step S11, the slip amount Vslip of the drive wheels 1 and 2 is obtained by subtracting the vehicle body speed VSP from the drive wheel speed Vw.

  In step S12, the driving wheel slip amount Vslip is compared with a slip determination threshold value, and the driving force control targeted by the present invention when a wheel slip occurs is determined depending on whether the driving wheel slip amount Vslip is greater than or less than the threshold value. Or if the driving force control targeted by the present invention should be terminated at the end of the wheel slip, and if the driving force control should be started (Vslip ≧ threshold), the slip flag (driving force control start flag) FLAG is set If set to 1 and driving force control should be terminated (Vslip <threshold), the slip flag (driving force control start flag) FLAG is reset to 0.

While it is determined in step S12 that the slip flag FLAG = 0 has been reset, the driving force control targeted by the present invention is not required, and therefore control proceeds to step S13 and step S14.
In step S13, an acceleration torque command value Tdrv requested by the driver is obtained by map search from the accelerator opening APO and the vehicle body speed VSP.
In step S14, the motor drive current command corresponding to the target drive force of the left and right drive wheels 1, 2 necessary to realize the acceleration torque command value Tdrv is directed to the inverters 7, 8 of these drive wheels 1, 2. Then, normal driving force control is performed.

While it is determined in step S12 that the slip flag FLAG = 1 is set, the driving force control targeted by the present invention is required. Therefore, the control is advanced to step S15 and the subsequent driving by the present invention. Perform force control as follows.
First, in step S15, the driving force loss amount Tdwn that the slip wheel 2 has lost due to the slip is obtained.
This driving force loss amount Tdwn is expressed by the following equation using the acceleration torque command value Tdrv, the driving wheel slip amount Vslip, and the control gain Gain.
Tdwn = Tdrv−Vslip × Gain
The slip wheel torque loss amount Tdwn is obtained by subtracting the product of the drive wheel slip amount Vslip and the control gain Gain from the acceleration torque command value Tdrv.

  In step S16, a motor drive current command corresponding to a wheel drive force that is lower by the slip wheel torque loss amount Tdwn is applied to the inverter 8 of the slip wheel 2.

In step S17, the torque increase necessary amount A required to compensate for the torque loss of the slip wheel 2 by the non-slip wheel 1 is calculated as follows between the current non-slip wheel driving force and the slip wheel driving force as described above with reference to FIG. Determined by the difference value.
Since the non-slip wheel torque increase required amount A is substantially equivalent to the torque loss amount Tdwn of the slip wheel, A = Tdwn may be set.

In step S18, it is checked whether the non-slip ring road surface μ related to the non-slip wheel 1 is a high μ that is greater than or equal to a threshold value or a low μ that is less than the threshold value.
While the non-slip ring road surface μ is determined to be low μ, first, in step S19, the road surface gradient α is calculated from the accelerator opening APO and the front and rear G wheel speeds while the vehicle is stopped, and then in step S20, the non-slip wheel torque increases. The required amount A is limited according to the road surface gradient α and the non-slip ring road surface μ.
In this restriction, the non-slip wheel torque increase required amount A is decreased as the non-slip wheel road surface μ is smaller, and the non-slip wheel torque increase required amount A is decreased as the wheel load is reduced in consideration of the road surface gradient α.

  Therefore, while the non-slip ring road surface μ is determined to be high μ in step S18, the non-slip wheel torque increase required amount A is limited according to the non-slip ring road surface μ and the road surface gradient α in step S19 and step S20. Instead, the calculation value in step S17 is left as it is.

In step S21, an additional torque amount B of the non-slip wheel 1 is obtained.
As described above with reference to FIG. 2, this non-slip wheel additional torque amount B is the difference obtained by subtracting the current driving force D of the non-slip wheel 1 from the maximum driving force C of the non-slip wheel 1 obtained at the ideal slip ratio. It is a value (C−D) and can be obtained by the calculation of B = (C−D).
In step S22, the non-slip wheel torque increase necessary amount A and the non-slip wheel additional torque amount B are compared, and if B−A ≧ 0, that is, B ≧ A, all the non-slip wheel torque increase necessary amount A can be realized. Therefore, it is instructed to increase the driving force of the non-slip wheel 1 by A, and if B−A <0, that is, A> B, the non-slip wheel torque increase required amount A can be realized only by B. Command the driving force of the slip wheel 1 to increase by B.

In step S23, the driving force increase amount A or B of the non-slip wheel 1 is reduced as the vehicle speed increases according to the vehicle speed VSP.
In step S24, the vehicle slip angle β is obtained based on the steering angle θ and the yaw rate φ, and the greater the slip angle β, that is, the greater the steering state, the more the driving force increase amount A or B of the non-slip wheel 1 is limited. To do.
In step S25, the increase in driving force A or B of the non-slip wheel 1 is limited as the vehicle yaw rate φ increases.

  In step S26, the motor driving current command corresponding to the driving force command value of the non-slip wheel 1 increased by the non-slip wheel driving force increase amount A or B limited as described above is output to the inverter 7 of the non-slip wheel 1. The driving force control of the non-slip wheel 1 is performed.

<Effect of Example>
According to the wheel slip driving force control of the above-described embodiment, the following effects can be obtained based on FIG.
FIG. 4 shows that during acceleration running while raising the vehicle speed VSP as shown in the figure, one side drive wheel 2 of the left and right drive wheels 1 and 2 slips on a low μ road after the instant t1, but the other side drive wheel 1 is an operation time chart when 1 keeps a non-slip state.

Since the one-side drive wheel 2 slips at the instant t1 (see the increase indicated by the broken line of the wheel speed Vw) and the other-side drive wheel 1 is in the non-slip state, in this embodiment, as shown at the instant t1 to t2, the slip wheel The driving force of the non-slip wheel 1 is increased to the solid line level by the amount Tdwn of the driving force that has been reduced by the slip of 2 as indicated by the broken line.
As a result, even in a scene in which all the wheels on the same left and right sides continue to slip, the driving force Tdwn lost by the slip of the slip wheel 2 is supplemented by the increase of the drive force of the non-slip wheel 1. The Rukoto.
Therefore, it is possible to avoid the problem that the driving force of the vehicle is insufficient with respect to the driver's request even in a scene in which all the wheels on the same left and right sides are in a slip state.

Further, in the driving force control at the time of wheel slip of the present embodiment, the amount of increase in driving force of the non-slip wheel 1 decreases as the vehicle slip angle β obtained based on the steering angle θ and the yaw rate φ increases, that is, as the steering state increases. Therefore, at the time of large steering indicated by the change with time of the steering angle θ at the instants t2 to t3 in FIG. 4, the non-slip wheel 1 reduces the driving torque as shown in FIG. Can be obtained.
In other words, during large steering, the lateral force of the driving wheel decreases and the vehicle behavior (yaw rate φ) is likely to occur due to an increase in the driving force of the non-slip wheel 1, but this situation is maintained at the moment t2 to t3. As is apparent from the above, it can be prevented by a decrease in the amount of increase in the non-slip wheel driving force during large steering.

  Further, in the wheel slip driving force control of this embodiment, the larger the yaw rate φ is, the lower the driving force increase amount of the non-slip wheel 1 is. Therefore, the vehicle behavior indicated by the time-dependent change of the yaw rate φ at the instant t3 to t4 in FIG. At the time of change, the non-slip wheel 1 will have its driving torque reduced as shown in the figure due to the decrease in the driving force increase, avoiding further increase in vehicle behavior (yaw rate φ) due to the increase in driving force of the non-slip wheel 1 Thus, instability of vehicle behavior can be prevented.

In addition, in the driving force control at the time of wheel slip of the present embodiment, the increase in the driving force of the non-slip wheel 1 decreases as the vehicle speed increases according to the vehicle speed VSP. At the time of acceleration indicated by the change over time, the drive torque of the non-slip wheel 1 is reduced as shown in the figure as shown in the instant t4 to t5 in the same figure, and the following effects are obtained. Can do.
In other words, the higher the vehicle speed, the more likely the vehicle behavior (yaw rate φ) to increase due to the increase in the driving force of the non-slip wheel 1, but as is apparent from the holding of the yaw rate φ at the instant t4 to t5, This can be prevented by reducing the amount of increase in wheel driving force.

In the wheel slip driving force control of the present embodiment, the non-slip wheel torque increase amount is reduced as the wheel load of the driving wheels 1 and 2 is reduced in consideration of the road surface gradient α, and the following effects can be obtained. .
In other words, the smaller the wheel load that changes in accordance with the road surface gradient α (uphill road, downhill road), etc., the more likely the vehicle behavior (yaw rate φ) due to the increase in the driving force of the non-slip wheel 1 is. A smaller load can be prevented by increasing the decrease in the non-slip wheel driving force increase amount.

In the wheel slip driving force control of the present embodiment, the non-slip wheel road surface μ is further decreased, so that the non-slip wheel torque increase amount is reduced. Therefore, the following effects can be obtained.
In other words, the smaller the non-slip ring road surface μ, the more likely the vehicle behavior (yaw rate φ) is caused by the increase in the driving force of the non-slip wheel 1, but this situation increases as the non-slip ring road surface μ decreases. This can be prevented by increasing the decrease in the amount.

<Other examples>
In the above-described embodiment, the invention is developed in the case where the wheel slip driving force control device of the present invention is used in a two-wheel drive electric vehicle, but the wheel slip driving force control device of the present invention is a four-wheel individual driving vehicle. It is of course possible to apply the same to the above, and in this case as well, the same effects as described above can be obtained.

  Further, in the above-described embodiment, the non-slip wheel 1 makes the driving force increase amount A the same as the driving force loss Tdwn of the slip wheel 2, and the slip wheel driving force loss Tdwn is entirely compensated by the non-slip wheel 1 driving force increase. However, it will be appreciated that even if a part of the slip wheel driving force loss Tdwn is compensated by increasing the driving force of the non-slip wheel 1, the same effect can be obtained to some extent. Yes.

1 Drive wheel (non-slip wheel)
2 Drive wheel (slip wheel)
3,4 Wheel drive motor
5,6 Reduction gear set
7,8 inverter
11 Drive wheel speed calculator
12 Body speed calculation
13 Slip amount calculator
14 Slip wheel judgment part
15 Control start determination unit
16 Acceleration torque command value calculator
17 Road slope calculation unit
18 Left and right road surface μ calculator
19 Slip wheel torque loss calculation unit
21 Non-slip wheel torque increase determining unit
22 Non-slip ring road surface μ judgment section
23 Torque increase limit part
24 Torque increase possible amount calculation unit according to road gradient
25 Torque increase limiter according to vehicle speed
26 Torque increase limiter according to vehicle slip angle β
27 Calculation unit based on yaw rate φ
28 Torque increase limiter according to yaw rate φ

Claims (6)

In the driving force control device at the time of wheel slip of the left and right wheel individual drive vehicle capable of traveling by driving at least a pair of left and right wheels individually,
Among the left and right drive wheels, when one side drive wheel slips and the other side drive wheel does not slip, at least a part of the drive force lost by the slip of the one side drive wheel is reduced by the other side drive wheel. A driving force control device at the time of wheel slip of a left and right wheel individual driving vehicle, characterized in that the driving force is increased. In the driving force control device at the time of wheel slip of the left and right wheel individual drive vehicle described in claim 1,
A driving force control device at the time of wheel slip of a left and right individual driving vehicle, wherein the driving force increase amount of the other side driving wheel is reduced as the yaw rate around the vertical axis of the vehicle increases. In the wheel slip driving force control device of the left and right individual drive vehicle according to claim 1 or 2,
A driving force control device at the time of wheel slip of a left and right wheel individual driving vehicle, wherein the driving force increase amount of the other side driving wheel is reduced as the vehicle is in a larger steering state. In the wheel slip driving force control device for a left and right wheel individual drive vehicle according to any one of claims 1 to 3,
A driving force control device at the time of wheel slip of a left and right individual driving vehicle, wherein the driving force increase amount of the other side driving wheel is reduced as the vehicle speed increases. In the wheel slip driving force control device for a left and right wheel individual drive vehicle according to any one of claims 1 to 4,
The driving force control device at the time of wheel slip of the left and right individual driving vehicle, wherein the driving force increase amount of the other side driving wheel is suppressed as the load of the left and right driving wheel is smaller. In the wheel slip driving force control device of the left and right wheel individual drive vehicle according to any one of claims 1 to 5,
The driving force control device at the time of wheel slip of the left and right individual driving vehicle, wherein the driving force increase amount of the other side driving wheel is suppressed as the road surface friction coefficient is smaller.

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