JP2004352030A - Running controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable effective correction of deviation of a vehicle by effectively increasing steering assist torque at the beginning of starting of an antiskid control. <P>SOLUTION: When the antiskid control is performed for at least one of right and left front wheels (S10), the correcting amount Tam of the steering assist torque based on a braking force difference between the right and left front wheels is calculated on the basis of a deviation ΔPf between a right front wheel braking pressure Pfr and a left front wheel braking pressure Pfl (S30), the steering assist torque is controlled on the basis of a base assist torque Tab, the correcting amount Tam, and other steering assist torque Tac (S210 to 290), and steering is assisted in the direction to correct the deviation of the vehicle due to the braking force difference between the right and left front wheels. Especially, when the time after initiation of the antiskid control for at least one of the right and left front wheels is within a predetermined time To (S40), the correcting amount Tam of the steering assist torque is increased to K times which is larger than 1 (S50). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a travel control device for a vehicle, and more particularly, to a travel control device that performs anti-skid control and steering assist torque control.
[0002]
[Prior art]
As one of the running control devices for vehicles such as automobiles, for example, as described in the following Patent Document 1 filed by the present applicant, when anti-skid control is performed and the braking force difference between the left and right front wheels is large, 2. Description of the Related Art A traveling control device has been conventionally known that increases the steering assist torque and reduces the magnitude of a steering reaction force to easily correct the deflection of a vehicle.
[0003]
According to such a travel control device, in a situation where the vehicle travels on a so-called stride road in which the friction coefficients of the road surfaces corresponding to the left and right front wheels differ greatly, anti-skid control is performed on one of the left and right front wheels, The steering assist torque is increased and corrected, and the magnitude of the steering reaction force is reduced, so that the vehicle can be easily deflected. Can be modified.
[Patent Document 1]
JP-A-8-183470
[0004]
[Problems to be solved by the invention]
However, in the conventional traveling control device as described above, the braking force difference between the left and right front wheels is detected during the anti-skid control, and the power steering device is controlled based on the detection result. There is a problem that a delay until the steering assist torque is actually increased after it becomes large is inevitable, and therefore, the deflection of the vehicle cannot be effectively corrected.
[0005]
Further, generally, a so-called dead zone is set so that the steering assist torque is not unnecessarily corrected even when a braking force difference between the left and right front wheels occurs during the anti-skid control. Therefore, the dead zone of this control is also a cause of a delay in the increase of the steering assist torque. Become.
[0006]
The present invention relates to a conventional traveling control device configured to increase and correct the steering assist torque and reduce the magnitude of the steering reaction force when the braking force difference between the left and right front wheels during the anti-skid control is large. The main object of the present invention is to temporarily increase the steering assist torque at the beginning of the anti-skid control, thereby effectively increasing the steering assist torque to improve the vehicle speed. To be able to effectively correct the deflection.
[0007]
[Means for Solving the Problems]
According to the present invention, the main object described above is the configuration according to claim 1, that is, a braking unit that individually controls the braking force of each wheel, a unit that applies a steering assist torque at least according to the steering torque, A steering assist torque correction unit that corrects the steering assist torque with a correction amount based on a braking force difference between the wheels; and a control unit that performs anti-skid control using the braking unit. The vehicle travel control device has means for increasing the correction amount until a predetermined time has elapsed since the start of the anti-skid control for at least one of the above.
[0008]
Further, according to the present invention, in order to effectively achieve the above-mentioned main problem, in the configuration of the above-mentioned claim 1, the left and right wheels are left and right front wheels, and the control means is provided by the steering assist torque correction means. When the steering assist torque is corrected, the yaw control control amount is reduced (the configuration of claim 2).
[0009]
Further, according to the present invention, in order to effectively achieve the above-mentioned main problem, in the configuration of the above-mentioned claim 2, the control means may be configured such that the steering assist torque is corrected by the steering assist torque correcting means. The yaw control control is prohibited by reducing the yaw control amount to zero (the configuration of claim 3).
[0010]
Function and effect of the present invention
According to the configuration of the first aspect, not only is the steering assist torque corrected by the correction amount based on the braking force difference between the left and right wheels, but also a predetermined time after the anti-skid control is started for at least one of the left and right wheels. Since the correction amount of the steering assist torque is increased until the time elapses, the correction of the steering assist torque based on the braking force difference between the left and right wheels until a predetermined time elapses after the anti-skid control is started for at least one of the left and right wheels. The amount can be reliably increased, so that the driver can easily and effectively perform steering for correcting the deflection of the vehicle at the beginning of the anti-skid control.
[0011]
Also, in general, when anti-skid control is performed on one of the left and right front wheels in a situation where the vehicle travels on a straddling road, an excessive yaw moment does not act on the vehicle due to the braking force difference between the left and right front wheels. In the case where yaw control is performed to limit an increase in the braking pressure of the other of the left and right front wheels, that is, the front wheel on the right and left opposite to the wheel on which the anti-skid control is being performed, the braking pressure of the left and right opposite front wheels is increased It is inevitable that the braking force of the entire vehicle becomes insufficient due to the restriction of the vehicle speed, and the braking distance of the vehicle increases.
[0012]
According to the configuration of the second aspect, the left and right wheels are the left and right front wheels, and the yaw control control amount is reduced when the steering assist torque is corrected by the steering assist torque correction means, so the yaw control control amount is not reduced. As compared with the conventional case, the shortage of the braking force of the entire vehicle can be reduced, whereby the increase in the braking distance of the vehicle due to the yaw control can be reliably reduced.
[0013]
According to the third aspect of the present invention, when the steering assist torque is corrected by the steering assist torque correction means, the yaw control control is inhibited by reducing the yaw control amount to zero. Therefore, it is possible to reliably prevent shortage of the braking force of the entire vehicle due to the above, and to surely prevent an increase in the braking distance of the vehicle due to the yaw control control.
[0014]
Preferred embodiments of the means for solving the problems
According to one preferred aspect of the present invention, in the configuration of claims 1 to 3, the braking means individually controls the braking force of each wheel by individually controlling the braking pressure of each wheel. The steering assist torque correcting means is configured to correct the steering assist torque by a correction amount based on the difference between the braking pressures of the left and right front wheels (preferred mode 1).
[0015]
According to another preferred embodiment of the present invention, in the configuration of the above-mentioned claims 1 to 3, the means for increasing the correction amount is configured to increase the correction amount at a constant increase rate (preferred embodiment). 2).
[0016]
According to another preferred embodiment of the present invention, in the above-mentioned configuration, the means for increasing the correction amount increases the correction amount at a predetermined increase rate, and the predetermined increase rate is the vehicle speed. Is configured to be variably set according to the vehicle speed so as to be smaller as the value is higher (preferred mode 3).
[0017]
According to another preferred aspect of the present invention, in the configuration of the second aspect, the degree of limiting increase in the braking pressure of the front wheel on the right and left opposite sides to the wheel on which anti-skid control is performed is reduced. (Preferred embodiment 4).
[0018]
According to another preferred aspect of the present invention, in the configuration of the second aspect, the control means reduces the yaw control control amount when the steering assist torque can be corrected by the steering assist torque correcting means. (Preferred mode 5).
[0019]
According to another preferred aspect of the present invention, in the configuration of claim 3, the control means inhibits the yaw control control when the steering assist torque can be corrected by the steering assist torque correcting means. (Preferred embodiment 6).
[0020]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the accompanying drawings with reference to some preferred embodiments (hereinafter simply referred to as embodiments).
[0021]
First embodiment
FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle steering control device according to the present invention applied to a vehicle provided with an electric power steering device.
[0022]
In FIG. 1, 10FL and 10FR denote left and right front wheels which are driven wheels of the vehicle 12, respectively, and 10RL and 10RR denote left and right rear wheels which are driving wheels of the vehicle 12, respectively. The left and right front wheels 10FL and 10FR, which are also the steered wheels, are steered via tie rods 18L and 18R by a rack and pinion type electric power steering device 16 driven in response to the steering of the steering wheel 14 by the driver. You.
[0023]
In the illustrated embodiment, the electric power steering device 16 is a rack-coaxial electric power steering device, and is controlled by the electronic control device 20. The electric power steering device 16 includes an electric motor 22 and a conversion mechanism 26 of, for example, a ball screw type for converting the rotational torque of the electric motor 22 into a force in the reciprocating direction of the rack bar 24. By generating an auxiliary turning force for driving the bar 24, a steering assist torque for reducing a driver's steering load is generated.
[0024]
The braking force of each wheel is controlled by controlling the braking pressure of the wheel cylinders 34FR, 34FL, 34RR, 34RL by the hydraulic circuit 32 of the braking device 30. Although not shown in the drawing, the hydraulic circuit 32 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven according to the driver's depression operation of the brake pedal 36. It is controlled by a master cylinder 38 and, if necessary, by an electronic control unit 40 as will be described in detail later.
[0025]
Wheels 10FR to 10RL are provided with wheel speed sensors 42FR to 42RL for detecting wheel speeds Vwi (i = fr, fl, rr, rl) of the corresponding wheels, respectively, and wheel cylinders 34FL to 34RR of wheels 10FR to 10RL are provided. Pressure sensors 44FL to 44RR for detecting braking pressures Pi (i = fr, fl, rr, rl) of the corresponding wheels are provided. The steering shaft 41 is provided with a torque sensor 46 for detecting a steering torque Ts, and the master cylinder 38 is provided with a pressure sensor 48 for detecting a master cylinder pressure Pm. Further, the vehicle 12 is provided with a vehicle speed sensor 50 for detecting the vehicle speed V and a longitudinal acceleration sensor 52 for detecting the longitudinal acceleration Gx of the vehicle. The torque sensor 46 detects the steering torque Ts with the left turning direction of the vehicle as positive.
[0026]
As shown, a signal indicating the wheel speed Vwi detected by the wheel speed sensors 42FR to 42RL, a signal indicating the braking pressure Pi of each wheel detected by the pressure sensors 44FL to 44RR, and a master cylinder pressure detected by the pressure sensor 48. A signal indicating Pm and a signal indicating the longitudinal acceleration Gx of the vehicle detected by the longitudinal acceleration sensor 52 are input to the electronic control unit 40.
[0027]
A signal indicating the steering torque Ts detected by the torque sensor 46 and a signal indicating the vehicle speed V detected by the vehicle speed sensor 50 are input to the electronic control unit 20. Although not shown in detail in the drawing, the electronic control units 20 and 40 have, for example, a CPU, a ROM, a RAM, and an input / output port device, which are generally connected to each other by a bidirectional common bus. Includes a configuration microcomputer.
[0028]
Although not shown in the flowchart, the electronic control unit 40 uses the vehicle speed Vb and the braking slip amount SBi (i = fl, i) of each wheel based on the wheel speed Vwi of each wheel in a manner known in the art. fr, rl, rr), and when the braking slip amount SBi of any one of the wheels becomes larger than the reference value for starting the anti-skid control (ABS control), the anti-skid control start condition is satisfied. Until the termination condition is satisfied, anti-skid control is performed to increase or decrease the pressure in the wheel cylinder so that the braking slip amount for the wheel falls within a predetermined range.
[0029]
When the vehicle is in a braking state on a straddle road and the anti-skid control is performed only on one of the left and right front wheels, for example, the electronic control unit 40 applies the braking force to the vehicle due to the braking force difference between the left and right front wheels. Yaw control control (hereinafter abbreviated as yaw control) that limits an increase in the braking pressure of the other of the left and right front wheels, that is, the front wheel on the right and left opposite sides to the wheel on which anti-skid control is being performed, so that an excessive yaw moment does not act. I do.
[0030]
In addition, according to the flowchart shown in FIG. 2, when the anti-skid control is performed on at least one of the left and right front wheels, the electronic control unit 40 causes the braking force difference between the left and right front wheels based on the deviation ΔPf of the left and right front wheel braking pressures. In order to assist the steering in the direction to correct the deflection of the vehicle, the correction amount Tam based on the deviation ΔPf of the braking pressure between the left and right front wheels is calculated. In particular, a predetermined time To elapses from the time when the anti-skid control is started. The steering assist torque increase correction amount Tam is increased until the electronic control unit 20 can cooperate, and a signal indicating the increase correction amount Tam is output to the electronic control unit 20.
[0031]
Further, the electronic control unit 40 inhibits the yaw control when outputting a signal indicating the increase correction amount Tam to the electronic control unit 20 in a situation where the electronic control unit 40 can cooperate with the electronic control unit 20, thereby executing the anti-skid control. It is possible to reliably prevent the braking force of the entire vehicle from becoming insufficient due to the suppression of the increase in the braking pressure of the front wheel on the side opposite to the left and right wheels by the yaw control, and to cooperate with the electronic control device 20. If not, the yaw control is executed without outputting the signal indicating the increase correction amount Tam to the electronic control unit 20, thereby reducing the possibility of the vehicle being deflected due to the difference in braking force between the left and right front wheels.
[0032]
The electronic control unit 20 normally calculates the basic assist torque Tab for reducing the driver's steering load based on the steering torque Ts and the vehicle speed V according to the flowchart shown in FIG. The assist torque by the power steering device 16 is controlled.
[0033]
When a signal indicating the increase correction amount Tam is input from the electronic control device 40, the electronic control device 20 reduces the assist torque by the electric power steering device 16 based on the sum of the basic assist torque Tab and the increase correction amount Tam. Control, thereby increasing and correcting the steering assist torque so that the driver can easily and effectively correct the deflection of the vehicle in situations where the vehicle is traveling on a straddle.
[0034]
Next, with reference to the flowchart shown in FIG. 2, the correction amount calculation control of the steering assist torque in the illustrated first embodiment will be described. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.
[0035]
First, in step 10, it is determined whether or not anti-skid control is being performed on at least one of the left and right front wheels. If a negative determination is made, in step 20, the correction amount Tam of the steering assist torque is set to 0. Then, the routine proceeds to step 80, and if an affirmative determination is made, the routine proceeds to step 30.
[0036]
In step 30, in order to assist steering in a direction to correct the deflection of the vehicle due to the difference between the braking forces of the left and right front wheels, a diagram based on the deviation ΔPf between the braking pressure Pfr of the right front wheel and the braking pressure Pfl of the left front wheel. A correction amount Tam of the steering assist torque based on the braking force difference between the left and right front wheels is calculated from a map corresponding to the graph shown in FIG.
[0037]
In step 40, it is determined whether at least one of the left and right front wheels is within a predetermined time To (a positive constant) from the time when the anti-skid control is started. At 50, the correction amount Tam of the steering assist torque is corrected to K · Tam as a positive constant correction coefficient larger than 1, and the process proceeds to step 60. If a negative determination is made, the process directly proceeds to step 60. .
[0038]
In step 60, it is determined whether or not the absolute value of the correction amount Tam of the steering assist torque is greater than the guard reference value Tama (positive constant) on the transmission side. After the correction amount Tam of the steering assist torque is set to Tama at step 70, the process proceeds to step 80, and if a negative determination is made, the process directly proceeds to step 80.
[0039]
In step 80, it is determined whether or not the electronic control unit 40 for braking control and the electronic control unit 20 for steering assist torque control are in a state in which cooperative control is permitted. It is determined whether transmission and reception are possible and control by each control device is possible. If an affirmative determination is made, the yaw control is prohibited in step 90, and the steering assist is determined in step 100. A signal indicating the torque correction amount Tam is transmitted to the steering assist torque control electronic control device 20. When a negative determination is made, in step 110, the signal indicating the steering assist torque correction amount Tam is used for the steering assist torque control. The yaw control is permitted without being transmitted to the electronic control unit 20.
[0040]
Next, the control of the steering assist torque in the illustrated first embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 3 is also started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.
[0041]
First, at step 210, a signal indicating the steering angle θs is read, and at step 220, the basic assist torque Tab ′ is calculated from the map corresponding to the graph shown in FIG. In step 230, the vehicle speed coefficient Kv is calculated from the map corresponding to the graph shown in FIG. 6 based on the vehicle speed V, and in step 240, the product of the vehicle speed coefficient Kv and the basic assist torque Tab 'is calculated. The corrected basic assist torque Tab is calculated based on the vehicle speed coefficient Kv.
[0042]
In step 250, it is determined whether or not the correction amount Tam of the steering assist torque is larger than a guard reference value Tamp (positive constant) on the receiving side. If an affirmative determination is made, the process proceeds to step 260. Then, after the correction amount of the steering assist torque is set to Tamp, the process proceeds to step 270, and if a negative determination is made, the process directly proceeds to step 270.
[0043]
In step 270, another steering assist torque Tac such as inertia compensation is calculated in a manner known in the art, and in step 280, the final steering assist torque Ta is calculated using the basic assist torque Tab and steering assist torque. It is calculated as the sum of the torque correction amount Tam and the other steering assist torque Tac, and in step 290, a control signal corresponding to the assist torque Ta is output to the electric motor 22, whereby the steering force necessary for the driver is obtained. The steering assist torque control to be reduced is executed.
[0044]
Thus, according to the illustrated first embodiment, when anti-skid control is not being performed on any of the left and right front wheels, a negative determination is made in step 10 and a correction amount of the steering assist torque is obtained in step 20. Tam is set to 0, so that in steps 210 to 290, the steering assist torque is controlled based on the basic assist torque Tab and another steering assist torque Tac.
[0045]
On the other hand, when the anti-skid control is being performed on at least one of the left and right front wheels, an affirmative determination is made in step 10, and in step 30, the vehicle deflection caused by the braking force difference between the left and right front wheels is corrected. In order to assist the steering in the direction, the correction amount Tam of the steering assist torque based on the braking force difference between the left and right front wheels is calculated based on the difference ΔPf between the braking pressure Pfr on the right front wheel and the braking pressure Pfl on the left front wheel, thereby calculating the step. In steps 210 to 290, the steering assist torque is controlled based on the basic assist torque Tab, the correction amount Tam, and the other steering assist torque Tac, and the steering is performed in a direction to correct the vehicle deflection caused by the braking force difference between the left and right front wheels. Is assisted.
[0046]
In particular, according to the illustrated first embodiment, when at least one of the left and right front wheels is within the predetermined time To from the time when the anti-skid control is started, an affirmative determination is made in step 40 and an affirmative determination is made in step 50. In this case, since the correction amount Tam of the steering assist torque is increased by K times larger than 1, the braking force difference between the left and right wheels until the predetermined time elapses after the anti-skid control is started for at least one of the left and right front wheels. Thus, the correction amount of the steering assist torque can be reliably increased, so that the driver can easily and effectively perform the steering for correcting the deflection of the vehicle at the beginning of the start of the anti-skid control.
[0047]
According to the illustrated first embodiment, when the braking control electronic control device 40 and the steering assist torque control electronic control device 20 are in a cooperative control permission state, an affirmative determination is made in step 80. Since the yaw control is prohibited in step 90, braking of the front wheels on the right and left sides opposite to the wheels on which anti-skid control is being performed is performed while ensuring a stable running state of the vehicle due to an increase in the steering assist torque. Insufficient braking force of the entire vehicle due to the suppression of the increase in the pressure by the yaw control is reliably prevented, whereby the braking distance of the vehicle can be reliably reduced as compared with the related art.
[0048]
When the anti-skid control is performed for one of the left and right front wheels in a situation where the electronic control unit for braking control 40 and the electronic control unit for steering assist torque control 20 are in the non-permission state of the cooperative control, the routine proceeds to step 80. In step 90, the yaw control is executed by permitting the yaw control, so that the anti-skid control is performed on one of the left and right front wheels in a situation where the vehicle runs on a straddle road. Is performed, and the possibility that the vehicle is deflected due to the braking force difference between the left and right front wheels is reliably reduced.
[0049]
Second embodiment
FIG. 7 is a flowchart showing a steering assist torque correction amount calculation control routine in the second embodiment of the vehicle steering control device according to the present invention applied to a vehicle including an electric power steering device. In FIG. 7, the same steps as those shown in FIG. 2 are denoted by the same step numbers as those shown in FIG.
[0050]
In the second embodiment, steps 10 to 80 are executed in the same manner as in the first embodiment, and when a negative determination is made in step 80, the yaw control amount is reduced. If the affirmative determination is made, the control by the routine shown in FIG. 7 is terminated once, and the yaw control amount is reduced at a constant reduction rate in step 95, and then the routine proceeds to step 100. The reduction in the yaw control amount may be performed by reducing the degree of limiting the increase in the braking pressure of the front wheel on the left and right sides opposite to the wheel on which the anti-skid control is performed.
[0051]
Thus, according to the second embodiment, when the electronic control unit for braking control 40 and the electronic control unit for steering assist torque control 20 are in a cooperative control permission state, a positive determination is made in step 80, Since the yaw control amount is reduced at a constant reduction rate in step 95, the possibility that the vehicle is deflected due to the difference in the braking force between the left and right front wheels is reduced by the yaw control and the braking force of the entire vehicle is excessive. The steering for correcting the deflection of the vehicle at the beginning of the start of the anti-skid control can be easily and effectively performed while effectively preventing the shortage of the vehicle.
[0052]
According to the above-described first and second embodiments, in steps 60 and 70, the braking control electronic control device 40 sends the excessive steering assist torque correction amount Tam to the steering assist torque control electronic control device 20. Signal is prevented from being transmitted, and the correction amount Tam of the steering assist torque is prevented from becoming an excessive value in steps 250 and 260, so that a detection error of the sensor or a communication between the electronic control units is prevented. It is possible to reliably prevent the steering assist torque from being controlled with an excessive steering assist torque correction amount Tam due to an error.
[0053]
In the above, the present invention has been described in detail with respect to a specific embodiment. However, the present invention is not limited to the above embodiment, and various other embodiments are possible within the scope of the present invention. Some will be apparent to those skilled in the art.
[0054]
For example, in each of the above-described embodiments, the correction coefficient K for the correction amount Tam of the steering assist torque is a positive constant value larger than 1, but the correction coefficient K is larger than 1 as the vehicle speed V increases. May be modified to be variably set according to the vehicle speed V so as to be smaller.
[0055]
In each of the above-described embodiments, the correction coefficient K for the correction amount Tam of the steering assist torque is set to 1 after a predetermined time To elapses, but the correction amount Tam of the steering assist torque is increased. The correction coefficient K may be corrected so as to gradually return to 1 after a predetermined time To elapses so that the correction amount gradually decreases.
[0056]
In each of the above-described embodiments, the correction amount Tam of the steering assist torque transmitted from the braking control electronic control device 40 to the steering assist torque control electronic control device 20 in steps 60 and 70 is subjected to guard processing. In steps 250 and 260, the correction amount Tam of the steering assist torque transmitted from the braking control electronic control device 40 to the steering assist torque control electronic control device 20 is subjected to guard processing. 70 or the guard process of steps 250 and 260 may be omitted.
[0057]
Further, in each of the above embodiments, the vehicle is a rear wheel drive vehicle, but the vehicle to which the present invention is applied may be a front wheel drive vehicle or a four wheel drive vehicle, and the steering assist torque may be arbitrarily set. As long as it can be controlled, the power steering device can be of any configuration known in the art.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram illustrating a first embodiment of a vehicle steering control device according to the present invention applied to a vehicle including an electric power steering device.
FIG. 2 is a flowchart illustrating a steering assist torque correction amount calculation control routine according to the first embodiment;
FIG. 3 is a flowchart illustrating a steering assist torque control routine according to the first embodiment.
FIG. 4 is a graph showing a relationship between a deviation ΔPf of a braking pressure between left and right front wheels and a correction amount Tam of a steering assist torque.
FIG. 5 is a graph showing a relationship between a steering torque Ts and a basic assist torque Tab.
FIG. 6 is a graph showing a relationship between a vehicle speed V and a vehicle speed coefficient Kv.
FIG. 7 is a flowchart illustrating a steering assist torque correction amount calculation control routine in a second embodiment of the vehicle steering control device according to the present invention applied to a vehicle including the electric power steering device.
[Explanation of symbols]
14. Steering wheel
16 ... Electric power steering device
20 ... Electronic control device
30 ... Brake device
40 ... Electronic control device
42FR-42RL: Wheel speed sensor
44FR-44RL ... Pressure sensor
46 ... Torque sensor
48… Pressure sensor
50 ... Vehicle speed sensor
52 ... longitudinal acceleration sensor

Claims (3)

Braking means for individually controlling the braking force of each wheel, means for applying a steering assist torque at least in accordance with the steering torque, and steering assist for correcting the steering assist torque by a correction amount based on a braking force difference between the left and right wheels. A torque correction unit, and a control unit for performing anti-skid control using the braking unit, wherein the control unit performs the anti-skid control on at least one of the left and right wheels until the predetermined time elapses. A travel control device for a vehicle, comprising: means for increasing a correction amount. The vehicle according to claim 1, wherein the left and right wheels are front left and right wheels, and the control unit reduces the yaw control control amount when the steering assist torque is corrected by the steering assist torque correction unit. Control device. 3. The vehicle according to claim 2, wherein the control means inhibits the yaw control control by reducing the yaw control control amount to 0 when the steering assist torque is corrected by the steering assist torque correcting means. Travel control device.

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