JP4720837B2 - Vehicle that changes braking / driving force control mode according to the rate of change of wheel ground contact load - Google Patents

Description

  The present invention relates to an improvement in braking / driving force control by ABS (anti-lock brake system) or TRC (traction control system).

When the vehicle is braked, the wheel slides on the road surface and the rotation of the wheel stops, so that the braking is not effective, and when the vehicle is driven and the wheel slips on the road surface and the wheel is idle, the driving force cannot be obtained. The degree of wheel attachment (grip) to the road surface, or conversely, the degree of slipping depends on the product of the coefficient of friction between the road surface and the wheel and the wheel contact load. It is well known that it is effective to increase the wheel ground contact load. Changing the ABS control according to the wheel ground load is described in, for example, Patent Document 1 below.
JP-A-10-203333

  Since the degree of wheel mounting or slipping on the road surface depends on the wheel contact load, the magnitude of the braking / driving force control, that is, the degree of execution, is certainly changed according to the wheel contact load. Good. However, the braking / driving force control for suppressing the slip of ABS, TRC, etc. is probably performed in such a manner that the force acting on the wheel along the road surface, such as braking force or driving force acting on the wheel, is once reduced and then gradually increased. It is conceivable that the optimality differs depending on the rate of change of the wheel contact load, as well as being changed according to the size of the wheel contact load.

  An object of the present invention is to provide a vehicle in which braking / driving force control is performed more accurately by focusing on this point and further improving ABS control and TRC control.

  In order to solve the above-described problems, the present invention provides a vehicle that performs braking / driving force control for reducing the slip when the slip between the wheel and the road surface is increased. The vehicle is characterized by being changed according to the rate of change of the vehicle.

  The change in the braking / driving force control mode according to the rate of change of the wheel contact load described above is that when the wheel contact load is increasing, the braking / driving force control that starts the braking / driving force control is started more than when the wheel contact load is increasing. If the degree (slip rate) is increased, or if the wheel ground contact load is decreasing, the degree of increase in slip (slip rate) between the wheel and the road surface that starts the braking / driving force control is less than when the load is not. It may be lowered.

  Further, the braking / driving force control includes reducing the force acting on the wheels along the road surface once to a predetermined value and then gradually increasing the braking / driving force control mode according to the rate of change of the wheel contact load. When the wheel ground load is increasing, the predetermined value may be higher than when it is not, or when the wheel ground load is decreasing, the predetermined value may be lower than when it is not. .

  In addition, the braking / driving force control includes temporarily reducing the force acting on the wheel along the road surface and then gradually increasing the braking / driving force control mode. When the load is increasing, the gradual increase speed may be higher than when it is not, or when the wheel ground load is decreasing, the gradual increase speed may be lower than when it is not.

  In addition, the braking / driving force control includes temporarily reducing the force acting on the wheel along the road surface and then gradually increasing the braking / driving force control mode. When the load is increasing, the speed of the reduction may be lower than when it is not, or when the wheel ground load is decreasing, the speed of the reduction may be higher than when it is not.

  Also, when the wheel chain is fitted with a tire chain or the wheel is fitted with a braking / driving force control type tire, the rate of change in the wheel contact load is increased and evaluated as compared to the case when the tire is not. The corresponding braking / driving force control mode may be changed.

  The braking / driving force control may be configured not to respond to a temporary change in the wheel contact load caused by an impulse-like protrusion on the road surface, a step on the road surface, or a jump.

  The braking / driving force control may be ABS control or TRC control.

  In a vehicle that performs braking / driving force control to reduce the slip when the slip between the wheel and the road surface increases, the mode of the braking / driving force control is changed according to the rate of change of the wheel ground load. Therefore, it is possible to predict a change in the wheel ground contact load and dynamically change the braking force and driving force of the wheel, to minimize a decrease in the braking force and driving force of the wheel and to increase a higher slip suppression effect. it can.

  When the change in braking / driving force control mode according to the rate of change of the wheel contact load is increased, when the wheel contact load is increasing, the degree of increase in slip between the wheel and the road surface that starts braking / driving force control than when it is not ( How to increase the slip ratio) or lower the degree of increase in slip between the wheel and the road surface (slip ratio) when the wheel ground contact load is decreasing than when it is not. If this is done, it is possible to predict the subsequent increase / decrease of the wheel contact load and to more appropriately determine the start timing of the braking / driving force control taking into account the difference in the degree of slip progression due to the difference in the increase / decrease tendency of the wheel contact load. it can.

  The braking / driving force control includes reducing the force acting on the wheel along the road surface once to a predetermined value and then gradually increasing the predetermined value when the wheel ground load is increasing, When the wheel ground load is decreasing, if the predetermined value is lower than when the wheel ground load is not, the target value for reducing the wheel braking force or the wheel driving force to reduce the wheel slip once is determined. The subsequent increase or decrease of the load can be predicted and determined more appropriately.

  The braking / driving force control includes once increasing the force acting on the wheel along the road surface and gradually increasing the speed, and when the wheel ground load is increasing, the increasing speed is increased than when it is not, or the wheel When the ground load is decreasing, if the gradual increase speed is lower than when the ground load is not, the reduced wheel braking force or wheel driving force will be restored once and the subsequent increase or decrease of the wheel ground load will be predicted. It can be determined more appropriately.

  The braking / driving force control includes once reducing and then gradually increasing the force acting on the wheel along the road surface, and when the wheel contact load is increasing, the speed of the reduction is reduced than when it is not, or the wheel When the ground load is decreasing, if the speed of the reduction is increased than when it is not, the urgent need to temporarily reduce the wheel braking force or wheel driving force to eliminate slipping can be increased or decreased. It can be determined more appropriately by prediction.

  The braking / driving force controllability of a wheel is determined by the product of the friction coefficient between the road surface and the wheel and the wheel contact load, and when the wheel is equipped with a tire chain or the wheel is equipped with a braking / driving force control type tire, the road surface Since the coefficient of friction between the wheel and the wheel increases, the wheel contact load for obtaining the same braking / driving force controllability may be reduced by the increased friction coefficient. Therefore, when the tire chain is mounted on the wheel or the braking / driving force control type tire is mounted on the wheel, the slip progress degree due to the difference in the increase / decrease tendency of the wheel contact load as described above is larger than that when the wheel is not. The start time of braking / driving force control is determined taking into account the difference, and the target value for the temporary decrease in wheel braking force or wheel driving force is determined taking into account the subsequent increase / decrease in wheel contact load, and once reduced In the gradual recovery of wheel braking force or wheel driving force, the subsequent increase / decrease in wheel contact load is taken into account to determine the gradual increase, and the subsequent increase / decrease in wheel contact load is taken into account to predict wheel drive force or wheel control. In judging the urgency of temporary reduction of power, if the rate of change of the wheel contact load is increased and evaluated and the braking / driving force control mode is changed according to the wheel contact load change rate, the tire chain is attached to the wheel. Outfitted or controlled by wheels Taking into account the fact that when a power-controlled tire is installed, the coefficient of friction between the road surface and the wheel increases, higher braking / driving is achieved by minimizing the decrease in braking force and driving force of the wheel. It is possible to appropriately increase the force control effect.

  If the braking / driving force control does not respond to a temporary change in the wheel contact load due to an impulsive projection on the road surface or a step on the road surface, it will be momentarily caused by an impulsive projection on the road surface or a step or jump on the road surface. As a result, the braking / driving force control is preferably prevented from being disturbed by reducing or increasing the ground load.

  FIG. 1 of the accompanying drawings shows a vehicle according to the present invention that performs braking / driving force control to reduce the slip when the slip between the wheel and the road surface increases in a manner that is changed in accordance with the change rate of the wheel contact load according to the present invention. It is a block diagram which shows in figure the structure which concerns on.

  As shown, the vehicle is a four-wheeled vehicle having a front left wheel, a front right wheel, a rear left wheel, and a rear right wheel. The front left wheel and the front right wheel are each driven by the engine through a transmission and a front and rear wheel driving force distribution device, and their mutual rotation is differentially adjusted by a differential mechanism incorporated in the front and rear wheel driving force distribution device. It has become so. The rear left wheel and the rear right wheel are each driven differentially from the engine through a transmission, a front and rear wheel driving force distribution device, and a differential device. The front and rear wheel driving force distribution device includes a differential mechanism, a clutch, a brake, and the like, and is capable of variably controlling the distribution of driving force between the front and rear wheels.

  The front left wheel, the front right wheel, the rear left wheel, and the rear right wheel are provided with brake wheel cylinders that brake the respective rotations by supplying hydraulic pressure. The braking oil supplied to the hydraulic pressure adjustment / distribution device more directly or through a master cylinder operated by a brake pedal is supplied under the hydraulic pressure adjustment / distribution control by the hydraulic pressure adjustment / distribution device.

  The engine, the front and rear wheel driving force distribution device, and the braking hydraulic pressure adjustment distribution device are controlled by an electric control device (ECU) equipped with a microcomputer. The braking / driving force control in the vehicle of the present invention is substantially a control performed by the electric control device with the calculation function of the microcomputer. The schematic configuration of the vehicle shown in FIG. It is well known in the technical field.

  FIG. 2 is a block diagram showing functional structural units for performing braking / driving force control in the vehicle of the present invention in such a manner that the mode is changed in accordance with the rate of change of the wheel contact load, and signal transmission therebetween. It is. ABS and TRC are an anti-lock brake system and a traction control system, respectively, and the brain for making a control judgment is constituted by an ECU. Standard configurations of ABS and TRC are well known in the art. ABS and TRC are supplied with signals indicating the wheel speed of each wheel and the longitudinal acceleration of the vehicle from a wheel speed sensor for detecting the wheel speed of each wheel and a longitudinal acceleration sensor for detecting the longitudinal acceleration of the vehicle, respectively. The control calculation is performed, and the calculation result is output to the control start determination means. The main part of the control start determination means is also constituted by an ECU, and a control signal is issued to the control amount calculation means based on the determination.

  In addition to the control signals from the ABS and TRC, a signal indicating the ground load at each wheel is supplied to the control start determination unit from the ground load detection unit. Ground load detection means for detecting the wheel ground load is also well known in the art. A signal indicating the ground load of each wheel detected by the ground load detection means is also supplied to the control amount calculation means. The control start determination unit is further supplied with a signal relating to the road surface state from the road surface state detection unit. In this example, the signal relating to the road surface condition is a signal indicating that when the wheel rolls or jumps on an impulse-like protrusion on the road surface or a step on the road surface. A signal relating to the road surface condition is also supplied to the control amount calculation means. The control start determination means is further supplied with a signal indicating that when a tire chain is mounted on the wheel or a braking / driving force control type tire is mounted on the wheel from the chain / special tire detection means. Is done. A signal related to the tire chain or the braking / driving force control type tire is also supplied to the control amount calculation means.

  The main part of the control amount calculation means is also constituted by an ECU. The control amount calculation means calculates the control amount related to the braking / driving force control based on the control start instruction from the control start determination means and each of the signals supplied thereto, and operates the braking control actuator or the drive control actuator based on the calculated control amount. Let

  FIG. 3 shows one embodiment of the braking / driving force control of the present invention performed by the control means having the functional configuration shown in FIG. 2 in the vehicle having the configuration shown in FIG. It is a flowchart shown about the case of control (ABS control). The control according to the flowchart may be performed individually for each of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel, or these wheels are divided into a front wheel and a rear wheel, and a pair of front wheels are combined. It may be performed separately for a thing and a pair of rear wheels.

  When the control is started along with the start of the operation of the vehicle, it is determined in step 10 whether the vehicle is being braked (or whether the wheel is being braked for a specific wheel). This braking may include both braking by the driver depressing the brake pedal, and automatic braking by the operation of ABS incorporated in the ECU and various known vehicle turning control devices. If the vehicle is braking and the answer is yes (Y), control proceeds to step 20.

  In step 20, the wheel ground contact load value calculated in step 30 and stored as Fzp in the cycle immediately before the control cycle along this flow is stored as Fzpp. The value of the wheel contact load calculated in step 30 and stored as Fz in the cycle immediately before the control cycle is stored as Fzp. The values of Fz and Fzp before calculation in the first and second cycles are 0 due to reset at start-up.

  In step 30, the current wheel contact load Fz is calculated.

  In step 40, whether or not the difference of Fzp with respect to Fzpp is larger than a predetermined positive minute value δFz1, that is, Fzp−Fzpp> δFz1? Is judged. If the answer is yes, control proceeds to step 50, whether the difference of Fz relative to Fzp is greater than some predetermined positive minute value δFz2, ie, Fz−Fzp> δFz2? Is judged. If the answer is yes, control proceeds to step 60 where the flag f is set to 1. If either of the answers to step 40 or step 50 is no (N), the control proceeds to step 70 where the difference of Fzp relative to Fzpp is smaller than a certain negative minute value −δFz3 (the absolute value is large). Whether Fzp−Fzpp <−δFz3? Is judged. If the answer is yes, control proceeds to step 80 where whether the difference of Fz to Fzp is less than a certain negative negative value −δFz4, ie, Fz−Fzp <−δFz4? Is judged. If the answer is yes, control proceeds to step 90 where the flag f is set to -1. If either answer of step 70 or step 80 is no, control proceeds to step 100 and flag f is set to zero.

  As a result of the processing in steps 20 to 100 described above, the flag f is set to 1 when the wheel ground contact load Fz is increasing at a rate of change greater than a predetermined value selected by the setting of δFz1 and δFz2. When the ground load Fz is decreasing at a rate of change greater than a predetermined value selected by the setting of -δFz3 and -δFz4, the flag f is set to -1, and the middle of them, that is, the wheel ground load. When the rate of change of Fz is within a certain small value range centered on 0, the flag f is set to 0.

  In step 110, it is determined whether or not the wheel slip rate Sw exceeds a predetermined threshold value Swo (f) determined according to the flag f. While the answer is no, control returns to before step 10 and steps 10-110 are repeated. In the meantime, when the driver depresses the brake pedal or the braking operation based on the automatic control by the ECU is released and the answer to step 10 changes from yes to no, the control proceeds to step 270 described later, The braking is released and the control is temporarily terminated.

  If the wheel slip due to braking increases and the answer to step 110 is yes, control proceeds to step 120 where it is determined whether the flag f is 1. If the answer is yes, control proceeds to step 130 where a braking force reduction schedule is set that addresses the case where the wheel contact load increases at a relatively large rate of change. This is because the slip ratio is Swo (1) in the map of FIG. 4 showing the braking force Fb and the change of the wheel braking force Fb with the passage of time t in the braking time braking / driving force control mode according to the present invention. The value is reduced until the value of Fbd1 is obtained in a reduction manner as shown by the curve of Mapd1 (t) from the value Fbs1 at that time.

  If the answer to step 120 is no, control proceeds to step 140 where it is determined whether the flag f is -1. If the answer is yes, the control proceeds to step 150, and a braking force reduction schedule is set in response to the case where the wheel ground contact load is reduced at a relatively large rate of change. This is because the braking force Fb is reduced to the value of Fbd3 in a reduced manner as shown by the curve of Mapd3 (t) from the value Fbs3 when the slip rate becomes Swo (-1) in the map of FIG. It will be reduced until.

  If the answer to step 140 is no, the control proceeds to step 160 where a braking force reduction schedule is set in response to a case where the rate of change in wheel contact load is within a relatively small range centered on zero. This means that the braking force Fb becomes the value of Fbd2 in a reduced manner as shown by the curve of Mapd2 (t) from the value Fbs2 when the slip rate becomes Swo (0) in the map of FIG. It is to reduce to.

  Next, in step 170, the braking force is reduced along any braking force reduction schedule set above. This means that the braking force is changed from the braking force value Fbso (any one of Fbs1, Fbs2, and Fbs2) at the start of braking force reduction to the braking force reduction rate Rbd (t) set by any of the above maps with the passage of time. To reduce.

  In step 180, it is determined whether or not the braking force Fb has been reduced to the lower limit value Fbdo (any one of Fbd1, Fbd2, and Fbd3) set above. While the answer is no, control returns to step 170 and control of step 170 continues. If the answer to step 180 turns from no to yes, control proceeds to step 190.

  In step 190, it is determined whether or not the flag f is 1. If the answer is yes, control proceeds to step 200 where a braking force recovery schedule is set that addresses the case where the wheel ground contact load is increasing at a relatively large rate of change. This restores the braking force Fb until it reaches the value of Fbu1 in an increasing manner as shown by the curve of Mapu1 (t) from the lower limit of reduction Fbdo (= Fbd1) in the map of FIG. .

  If the answer to step 190 is no, control proceeds to step 210 and it is determined whether the flag f is -1. If the answer is yes, the control proceeds to step 220, and a braking force reduction schedule is set in response to the case where the wheel ground contact load decreases at a relatively large rate of change. This restores the braking force Fb until it reaches the value of Fbu3 in an increasing manner as shown by the curve of Mapu3 (t) from the lower limit of reduction Fbdo (= Fbd3) in the map of FIG. .

  If the answer to step 210 is no, the control proceeds to step 230, and a braking force recovery schedule is set in response to a case where the rate of change in wheel contact load is within a relatively small range centered on zero. This is to restore the braking force Fb until it reaches the value of Fbu2 in an increasing manner as shown by the curve of Mapu2 (t) from the reduction lower limit value Fbdo (= Fbd2) in the map of FIG. .

  Next, in step 240, it is determined whether or not the brake is still being applied again for confirmation. If the answer is yes, the control proceeds to step 250, and any braking force recovery schedule set above is executed. The braking force is increased along This is to increase the braking force with the braking force recovery rate Rbu (t) set by one of the above maps over time from the braking force reduction lower limit value Fbdo (any of Fbd1, Fbd2, Fbd2). is there.

  Next, control proceeds to step 260, where it is determined whether or not the braking force Fb has been increased to the recovery upper limit value Fbuo (any of Fbu1, Fbu2, and Fbu3) set above. While the answer is no, control returns to step 240 and the control of step 250 continues while verifying that braking is in progress. In the meantime, when the driver depresses the brake pedal or the braking operation based on the automatic control by the ECU is released and the answer to step 240 changes from yes to no, the control proceeds to step 270 and the braking is performed. The control is temporarily terminated.

  When the answer to step 260 changes from no to yes, the braking / driving force control by this reduction in braking force is terminated.

  FIG. 5 is a map similar to FIG. 4 when the slip ratio threshold Swo (f) in step 110 is constant regardless of the flag f. FIG. 6 is a map similar to FIG. 4 or FIG. 5 in which Mapd1 (t), Mapd2 (t), and Mapd3 (t) set in steps 130, 150, and 160 have the same form. Even if the control according to the flowchart of FIG. 3 is performed with reference to the map of FIG. 5 or FIG. 6 instead of the map of FIG. 4, it is clear that the braking braking / braking force control effect according to the present invention can be obtained to some extent. Will.

  In addition, as described above, the slip reduction performance of the wheel is determined by the product of the friction coefficient between the road surface and the wheel and the wheel contact load, so that a tire chain is mounted on the wheel or a braking / driving force control type tire is mounted on the wheel. Therefore, when the friction coefficient between the road surface and the wheel is increased, the change rate of the wheel contact load may be increased and evaluated as compared with the case where the friction coefficient is not increased. When this is detected by the chain / special tire wearing detector of FIG. 2, the values of δFz1 and δFz2 are appropriately reduced in the above steps 40 and 50, and in steps 70 and 80. Then, the absolute values of δFz3 and δFz4 are increased moderately, the change rate of the wheel contact load increase that is the limit for applying the flag f = 1 is set low, and the wheel contact that becomes the limit for applying the flag f = −1 is set. This can be done by changing the setting of the flag f so that the absolute value of the rate of change in load reduction is set higher. Further, the braking force in the embodiment may be replaced with a brake hydraulic pressure.

  The braking / driving force control at the time of wheel braking described above with reference to FIGS. 3 to 6 can be applied to the driving force control (TRC control) at the time of wheel driving in substantially the same manner. FIGS. 7 to 10 are similar flowcharts and maps showing the braking / driving force control at the time of wheel driving corresponding to FIGS. 3 to 6 regarding the braking / driving force control at the time of wheel braking. Incidentally, the temporary reduction of the driving force in the TRC control at the time of driving the wheel can be performed by temporarily reducing the fuel injection in the engine or temporarily releasing the engagement of the clutch incorporated in the wheel driving system. . In view of the similarity of the TRC control at the time of wheel driving to the ABS control at the time of wheel braking, in FIG. 7, the steps corresponding to the respective steps in FIG. 3 are steps obtained by adding 5 to the step number in FIG. 7 to 10, the suffix “b” indicating braking in each parameter described in FIGS. 3 to 6 is replaced by the suffix “t” indicating driving. 7 to 10 will be omitted to avoid redundant description.

  While the present invention has been described in detail with respect to several embodiments thereof, it will be apparent to those skilled in the art that various modifications can be made to these embodiments within the scope of the present invention. .

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows diagrammatically the structure which concerns on this invention of the vehicle which performs braking / driving force control by this invention. The block diagram which shows the functional structural unit for performing the braking / driving force control by this invention in the vehicle of this invention, and signal transmission between them. The flowchart which shows one embodiment of the braking / driving force control by this invention about the case of braking control. The map which shows the aspect of the braking time braking / driving force control by this invention by the change of the wheel braking force with progress of time. The same map as in FIG. 4 when the slip ratio threshold Swo (f) is constant regardless of the flag f. Map similar to FIG. 4 or FIG. 5 in which Mapd1 (t), Mapd2 (t), and Mapd3 (t) have the same form. The same flowchart as FIG. 3 which shows one Embodiment of the braking / driving force control by this invention about the case of drive control. The map which shows the aspect of the driving time braking / driving force control by this invention by the change of the wheel driving force with respect to passage of time. The same map as in FIG. 8 when the slip ratio threshold Swo (f) is constant regardless of the flag f. Map similar to FIG. 8 or FIG. 9 in which Mapd1 (t), Mapd2 (t), and Mapd3 (t) have the same form.

Claims (12)

  A vehicle that performs braking / driving force control to reduce the slip when the slip between the wheel and the road surface increases, and changes the mode of the braking / driving force control according to the rate of change of the wheel contact load, The change of the braking / driving force control mode according to the rate of change of the load is such that the slip rate between the wheel and the road surface on which the braking / driving force control is started is lower than when the wheel ground contact load is decreasing than when it is not. A vehicle characterized by   A vehicle that performs braking / driving force control to reduce the slip when the slip between the wheel and the road surface increases, and changes the mode of the braking / driving force control according to the rate of change of the wheel contact load, The control includes a step in which the force acting on the wheel along the road surface is once reduced to a predetermined value and then gradually increased. The change in the braking / driving force control mode according to the change rate of the wheel ground load reduces the wheel ground load. A vehicle characterized in that the predetermined value is set lower when it is smaller than when it is not.   The braking / driving force control includes reducing the force acting on the wheel along the road surface to a predetermined value and then gradually increasing the change in the braking / driving force control mode according to the rate of change of the wheel contact load. 2. The vehicle according to claim 1, wherein when the ground load is decreasing, the predetermined value is made lower than when the ground load is not.   A vehicle that performs braking / driving force control to reduce the slip when the slip between the wheel and the road surface increases, and changes the mode of the braking / driving force control according to the rate of change of the wheel contact load, The control includes a step in which the force acting on the wheel along the road surface is once reduced and then gradually increased, and the change of the braking / driving force control mode according to the rate of change of the wheel ground load is reduced while the wheel ground load is reduced. A vehicle characterized by lowering the gradual increase speed than when it is not.   The braking / driving force control includes temporarily reducing the force acting on the wheels along the road surface and then gradually increasing the braking / driving force control mode. The vehicle according to claim 1, 2 or 3, wherein the speed of the gradual increase is made lower when it is decreasing than when it is not.   A vehicle that performs braking / driving force control to reduce the slip when the slip between the wheel and the road surface increases, and changes the mode of the braking / driving force control according to the rate of change of the wheel contact load, The control includes a step in which the force acting on the wheel along the road surface is once reduced and then gradually increased, and the change of the braking / driving force control mode according to the rate of change of the wheel ground load is reduced while the wheel ground load is reduced. A vehicle characterized in that the speed of the reduction is higher than when it is not.   The braking / driving force control includes temporarily reducing the force acting on the wheels along the road surface and then gradually increasing the braking / driving force control mode. The vehicle according to any one of claims 1 to 5, wherein the speed of the reduction is made higher when it is decreasing than when it is not.   When the tire chain or the braking / driving force control type tire is mounted on the wheel, the braking / driving force control mode according to the wheel grounding load change rate is evaluated by evaluating the change rate of the wheel grounding load in comparison with the case where the tire chain is not. The vehicle according to claim 1, wherein the vehicle is changed.   The vehicle according to any one of claims 1 to 8, wherein the braking / driving force control does not respond to a temporary change in a wheel contact load due to an impulse-like protrusion on a road surface.   The vehicle according to any one of claims 1 to 8, wherein the braking / driving force control is configured not to respond to a temporary change in a wheel contact load due to a road step.   The vehicle according to any one of claims 1 to 10, wherein the braking / driving force control is ABS control.   The vehicle according to claim 1, wherein the braking / driving force control is TRC control.

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