JPH0624349A - Integrated control device for four-wheel steering and traction - Google Patents

Abstract

PURPOSE:To prevent the occurrence of rapid vehicle behavior in a limit turning region by computing a deviation between a target behavior computing value and an actual behavior detecting value by means of the values, limiting a maximum limit amount of a four-wheel steering control system when the deviation exceeds a given value, and facilitating entrance to control of reduction of traction. CONSTITUTION:Actual behavior of vehicle produced by means of a yaw rate exerted on a vehicle, lateral acceleration, and a slip angle is detected by an actual behavior detecting means (a) and target behavior of a vehicle produced through steering is computed by a target behavior computing means (b). A deviation between the detected value and the computer value is computed by a deviation computing means (e) and the computed value is outputted to an integrated control means (f). When the deviation exceeds a given value, a command by means of which a maximum control amount of a four-wheel steering control system (c) is limited is outputted by the integrated control means (f), and a command by means of which entrance to control of reduction of traction is facilitated is outputted to a traction control system (d). This constitution achieves controllability and stability of vehicle behavior with high responsiveness.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated control system for four-wheel steering and traction applied to a vehicle equipped with both a four-wheel steering control system such as yaw rate feedback control and a traction control system such as throttle control. .

[0002]

2. Description of the Related Art Conventionally, as a four-wheel steering control system by yaw rate feedback control, which detects a yaw rate generated in a vehicle body and controls a rear wheel steering angle so that the yaw rate matches a target yaw rate which should be naturally caused by steering, For example, the device described in Japanese Patent Laid-Open No. 3-92482 is known.

Further, as an integrated control device for a vehicle equipped with both a four-wheel steering control system and a traction control system, a device described in Japanese Patent Laid-Open No. 3-233148 is known. In the four-wheel steering control system, the rear wheels are anti-phase steered to predict the occurrence of drive wheel slip, and during reverse phase steering, traction control is performed more than when the rear wheels are in-phase steered. A technique is disclosed in which the feeling of strangeness in steering and the restoration of the understeer characteristic are eliminated by reducing the slip threshold value in step 1 and reducing the drive torque early.

[0004]

Therefore, after the former four-wheel steering control system by yaw rate feedback control and the latter traction control system for reducing the driving force to the driving wheels when the slip threshold is exceeded are mounted together. Consider a wheel drive vehicle.

First, considering the influence of the driving force on the tire characteristics, as shown in FIG. 6, the side force increases as the side slip angle increases, but when the side slip angle increases, the side force sharply decreases due to the increase in the drive force. The characteristics are shown.

Therefore, when the vehicle is turning near its limit, such as when turning at high lateral acceleration, and when the rear wheels, which are the driving wheels, have a large side slip angle at the steering angle given by the yaw rate feedback control, When the driving force increases due to the accelerator depressing operation, for example, the point moves from point A to point B in FIG. 6 and the side force sharply decreases. For this reason, the grip on the road surface on the rear wheel side is reduced, the vehicle behavior exhibits a strong oversteer tendency, and the stability is impaired.

That is, in a region where the sideslip angle of the rear wheels is small, such as during a steady turn, the four-wheel steering control system can control the vehicle yaw even if the driving force is slightly increased or decreased. Yaw control becomes difficult.

On the other hand, on the side of the traction control system,
This system allows drive wheel slip to the extent that does not impair the acceleration of the vehicle, and responds to the occurrence of slip that exceeds the drive wheel slip by reducing the drive force, so even if the drive force increases due to accelerator depression, the threshold Unless the above-mentioned drive wheel slip occurs, control is not entered, and there is a response delay for the response in which the side force sharply decreases with an increase in drive force on the side of the four-wheel steering control system.

In the latter prior art, since the rear wheels change the slip threshold in traction control by in-phase steering and anti-phase steering, as in yaw rate feedback control, If in-phase and anti-phase are repeatedly performed, hunting of traction control will occur.

The present invention has been made in view of the above problems, and is applied to a vehicle equipped with both a four-wheel steering control system such as yaw rate feedback control and a traction control system such as throttle control. In a comprehensive control system for wheel steering and traction, by expanding the control range of four-wheel steering control that achieves controllability and stability of vehicle behavior with high response, it is possible to prevent sudden vehicle behavior in the critical turning range. The challenge is to prevent and secure stability.

[0011]

In order to solve the above-mentioned problems, in a four-wheel steering and traction integrated control device of the present invention, the deviation between the target behavior calculation value and the actual behavior detection value is within the four-wheel steering control limit range. When the control limit range is predicted by predicting that the value becomes equal to or more than a predetermined value, the four-wheel steering control system side limits the maximum control amount, and the traction control system side provides a comprehensive control means that facilitates entering the traction reduction control. It was

That is, as shown in the claim correspondence diagram of FIG. 1, the actual behavior detecting means a for detecting the actual behavior of the vehicle represented by the yaw rate applied to the vehicle, the lateral acceleration and the slip angle, and the steering should naturally occur. A target behavior calculation means b for calculating a target behavior of the vehicle, a four-wheel steering control system c for feedback-controlling an auxiliary steering angle given to at least one of the front and rear wheels based on a deviation between a detected actual behavior value and a calculated target behavior value, and a drive A traction control system d for reducing and controlling the traction transmitted to the drive wheels when an acceleration slip of the wheels occurs, a deviation calculation means e for calculating a deviation between the target behavior calculation value and the actual behavior detection value, and the deviation is predetermined. When the value is equal to or more than the value, a command for limiting the maximum control amount in the four-wheel steering control system c is output and the traction control system d And a general control unit f for outputting a command to facilitate enters the reduction control of traction.

[0013]

Operation When the vehicle is turning at high lateral acceleration, the deviation calculating means e
When the deviation calculated by the target behavior calculation value from the target behavior calculation means b and the actual behavior detection value from the actual behavior detection means a is equal to or more than a predetermined value, the total control means f causes the four-wheel steering control system to operate. A command for limiting the maximum control amount in c is output, and the traction control system d
A command for making it easier to enter the traction reduction control is output.

Therefore, the control limit range of the four-wheel steering control is predicted by the deviation between the target behavior calculation value and the actual behavior detection value being a predetermined value or more, and when the control limit range is predicted,
Due to the occurrence of a slight acceleration slip of the driving wheels, the traction control system d is activated early to reduce the driving force,
The reduction in the side force of the driving wheels is suppressed as the driving force is reduced, and then the four-wheel steering control system c
On this side, the continuation of the four-wheel steering control will be ensured until the maximum control amount is reached.

Note that the maximum control amount in the four-wheel steering control system c is limited when the control is allowed indefinitely even though the control limit range is exceeded, the actual behavior detection value and the target behavior. As the deviation from the calculated value increases, the auxiliary steering angle given to at least one of the front and rear wheels also increases, and the sideslip angle of the tire also increases. It is a cause of making it stable.

[0016]

Embodiments of the present invention will be described below with reference to the drawings.

The configuration will be described.

FIG. 2 is an overall view of a system to which an integrated control device for four-wheel steering and traction according to an embodiment of the present invention is applied.

The rear-wheel drive vehicle to which the embodiment apparatus is applied is an engine 1, a transmission 2, a propeller shaft 3, a differential 4, drive shafts 5, 6 ,.
The rear wheels 7 and 8 and the front wheels 9 and 10 are provided.

The four-wheel steering control system is a system for variably controlling the steering angles of the left and right rear wheels 7, 8 by hydraulically controlling the rear wheel steering angle actuator 17 provided between the left and right rear wheels 7, 8. In the piston oil chamber of the rear wheel steering angle actuator 17, a hydraulic pressure control valve 19 is supplied from an external hydraulic pressure source 18.
The control oil passage 20 is connected via the control oil passage 20 and the hydraulic pressure control valve 19 is driven by the command current si from the 4WS solenoid drive circuit 21 to control the piston hydraulic pressure that determines the rear wheel steering angle amount.

The traction control system is a system for controlling the engine output by the motor throttle opening so that the rear wheel slip ratio falls within the optimum allowable range when an acceleration slip occurs. In the intake passage 11 of the engine 1, an accelerator pedal 12 and Mechanical throttle valve 13 that works in conjunction
And a motor throttle valve 15 which is driven to open and close by the throttle motor 14 are arranged in series, and the motor throttle opening is controlled by drive control of the throttle motor 14 by the command current mi from the TCS motor drive circuit 16.

The TCS motor drive circuit 16 and 4WS
The control command to the solenoid drive circuit 21 is output from the 4WS / TCS control unit 22 that performs both four-wheel steering control and traction control.
/ TCS control unit 22 includes right front wheel speed VFR from right front wheel speed sensor 23, left front wheel speed VFL from left front wheel speed sensor 24, right rear wheel speed VRR from right rear wheel speed sensor 25, and left. The left rear wheel speed VRL from the rear wheel speed sensor 26, the lateral acceleration YG from the lateral acceleration sensor 27, and the steering angle sensor 2
The front wheel steering angle θ from 8 and the actual yaw rate ψ ′ from the yaw rate sensor 29 (corresponding to the actual behavior detecting means) are input as sensor information.

The operation will be described.

(A) Comprehensive control operation of four-wheel steering and traction FIG. 3 is a flow chart showing the flow of total control operation of four-wheel steering and traction performed by the comprehensive control section of the 4WS / TCS control unit 22. , Each step will be described (corresponding to the total control means).

In step 50, the target yaw rate ψ ' ^* and the actual yaw rate ψ'are read from the four-wheel steering control section.

In step 51, the yaw rate deviation ψe 'is calculated by the difference between the target yaw rate ψ' ^* and the actual yaw rate absolute value | ψ '| (corresponding to deviation calculating means).

At step 52, the yaw rate deviation differential value ψe "is calculated.

In step 53, it is determined whether the absolute yaw rate deviation value | ψe '| exceeds the set value a and the yaw rate deviation differential value φe "is positive.

At step 54, t ₁ msec (eg, t ₁ msec) after the yaw rate deviation absolute value │ψe'│ exceeds the set value a.
= 150msec) or more is judged.

In step 55, the throttle threshold coefficient K _S is set to K _S = 1.

In step 56, the limit prediction flag F is set to F.
Is set to = 0.

In step 57, the throttle threshold coefficient K _S is set by the following equation. K _S = 1−f (| ψe ′ |) <1 In step 58, the limit prediction flag F is set by the equation F = F + 1.

In step 59, it is judged whether or not F = 1 which indicates the first control cycle after the condition of step 53 or the condition of step 54 is satisfied.

At step 60, the maximum feedback steering angle value δ _{F / BMAX} is calculated by the following equation from the target yaw rate ψ ' ^* , the actual yaw rate ψ'and the feedback gain γ read at that time.

Δ _{F / BMAX} = γ (φ ' ^* -φ') (b) Four-wheel steering control operation FIG. 4 shows the flow of four-wheel steering control operation performed by the four-wheel steering control section of the 4WS / TCS control unit 22. Each step will be described below with reference to the flowchart showing.

In step 70, the right front wheel speed VFR, the left front wheel speed VFL, the front wheel steering angle θ, the actual yaw rate ψ'are read from the angle sensor, and the limit prediction flag F is read from the integrated control section.

In step 71, the vehicle speed VF is the right front wheel speed V
It is calculated by the average value of FR and the front left wheel speed VFL.

In step 72, the front wheel steering angle θ and the vehicle speed V
The target yaw rate ψ ' ^* is calculated by F (corresponding to target behavior calculation means).

At step 73, the limit prediction flag F is set to F.
= 0 is determined.

In step 74, the rear wheel steering angle δr (s) is a control formula based on the sum of the formula (secondary / first order main steering angle term and feedback steering angle term corresponding to the yaw rate deviation) described in the step frame. ) Is calculated.

In step 75, a control command for obtaining the rear wheel steering angle δr (s) obtained in step 74 or step 78 is output to the 4WS solenoid drive circuit 21.

At step 76, the maximum feedback steering angle value δ _{F / BMAX} is read from the integrated control section.

In step 77, it is judged whether or not the magnitude of the feedback steering angle term δ _{F / B} is _{equal to} or larger than the maximum feedback steering angle value δ _{F / BMAX} .

In step 78, the rear wheel steering angle δr (s) is a control formula based on the sum of the formula (secondary / first order main steering angle term and maximum feedback steering angle δ _{F / BMAX} ) described in the step frame. ) Is calculated.

(C) Traction control operation FIG. 5 is a flow chart showing the flow of the traction control operation performed by the traction control section of the 4WS / TCS control unit 22, and each step will be described below.

At step 80, the right front wheel speed VFR, the left front wheel speed VFL, the right rear wheel speed VRR, and the left rear wheel speed VRL are read from the respective sensors, and the throttle threshold coefficient K _S from the general control section.
Is read.

In step 81, the front wheel speed VF is calculated by the average value of the right front wheel speed VFR and the left front wheel speed VFL.

In step 82, the rear wheel speed VR is calculated by the average value of the right rear wheel speed VRR and the left rear wheel speed VRL.

In step 83, the rear wheel slip amount ΔV is calculated from the difference between the rear wheel speed VR and the front wheel speed VF.

In step 84, the throttle control map is determined according to the throttle threshold coefficient K _S. The throttle closing threshold value S _ON and the throttle opening threshold value S _OFF are determined by the following formulas.

S _ON = 0.04 · K _S · VF + n S _OFF = 0.02 · K _S · VF + m In step 85, the front wheel speed VF in step 81 is determined based on the throttle control map determined in step 84.
In step 83, it is determined whether the rear wheel slip amount ΔV belongs to the throttle open region, the throttle hold region, or the throttle closed region.

At step 86, a control command for opening the motor throttle valve 15 is output to the TCS motor drive circuit 16.

In step 87, the control command for holding the motor throttle valve 15 is the TCS motor drive circuit 16
Is output to.

At step 88, a control command for closing the motor throttle valve 15 is output to the TCS motor drive circuit 16.

(D) Turning when the four-wheel steering control limit range is not reached When the four-wheel steering control limit range is not reached due to steady turning or the like,
By the yaw rate feedback control on the side of the four-wheel steering control system, the actual yaw rate ψ'is controlled so as to converge to the target yaw rate ψ ' ^* well, which is a step of determining the limit prediction in the flowchart of FIG. Without satisfying the conditions of step 53 and step 54, step 50 → step 51 → step 52 → step 53 → step 54 → step 55 → step 56
The throttle threshold coefficient K _S is set to K _S = 1 in step 55, and the limit prediction flag F is set to F = 0 in step 56.

Therefore, in the flowchart of the four-wheel steering control of FIG. 4, by setting F = 0, step 70 → step 71 → step 72 → step 73 → step 7
The flow proceeds from 4 to step 75, and normal four-wheel steering control is performed. Further, in the traction control flow chart of FIG. 5, the throttle control map set in step 84 has the largest values of the throttle close threshold S _ON and the throttle open threshold S _OFF when K _S = 1 is set. With this setting, normal traction that suppresses an increase in drive wheel slip by reducing the drive force against excessive drive wheel slip while allowing drive wheel slip to the extent that acceleration is not impaired. Control will be performed.

(E) When turning in the four-wheel steering control limit range When the vehicle is in the four-wheel steering control limit range during high lateral acceleration turning, the yaw rate control by the yaw rate feedback control on the four-wheel steering control system side becomes ineffective. , The actual yaw rate ψ ′ deviates from the target yaw rate ψ ′ ^*, and the yaw rate deviation ψe ′ increases, and the condition of step 53 or step 54, which is the judgment step of the limit prediction, is satisfied in the flowchart of FIG. In the control cycle of, step 50 → step 51 → step 52 → step 53 (→ step 54) → step 5
7 → step 58 → step 59 → step 60. In step 57, the throttle threshold coefficient K _S is set by K _S = 1−f (| ψe ′ |), and in step 58, the limit is set. Prediction flag F is F = F + 1
Is set by the equation, and in step 60, the maximum feedback steering angle value δ _{F / BMAX} is calculated by the target yaw rate ψ ' ^* , the actual yaw rate ψ', and the feedback gain γ read at that time. Then, in the second and subsequent control cycles when the condition of step 53 or step 54 is satisfied, the flow returns from step 57 → step 58 → step 59 to step 50, the throttle threshold coefficient K _S and the limit prediction flag F. Will be updated.

Therefore, in the flow chart of the four-wheel steering control of FIG. 4, by setting F> 1, step 70 → step 71 → step 72 → step 73 → step 7
6 → Step 77, until the feedback steering angle δ _{F / B} becomes _{equal to} or greater than the maximum feedback steering angle value δ _{F / BMAX} , the routine proceeds from step 77 to step 74 → step 75 and normal four-wheel steering. Control continues, but if δ _{F / B} ≧ δ _{F / BMAX} is satisfied in step 77, the process proceeds from step 77 to step 78, and the maximum control amount is _limited by the maximum feedback steering angle value δ _{F / BMAX.} The restricted four-wheel steering control will be performed.

Further, in the traction control flowchart of FIG. 5, the throttle control map set in step 84 causes the throttle to close when K _S <1 (the larger the yaw rate deviation absolute value | ψe '| is, the smaller the value is). The threshold value S _ON and the throttle opening threshold value S _OFF are set to be small values according to the magnitude of the yaw rate deviation absolute value | ψe '|, so that the traction control can be easily performed,
Traction control corresponding to the limit region is performed to reduce the driving force when a slight drive wheel slip occurs.

Thus, it is judged that the yaw rate is diverging depending on whether the absolute value of yaw rate deviation | ψe '| in step 53 exceeds the set value a and the differential value of yaw rate deviation ψe "is positive. And the yaw rate deviation absolute value | ψe '| in step 54 exceeds t ₁ msec after exceeding the set value a, it is judged that the yaw rate has not converged. If it is predicted, the traction control system will be activated early due to the occurrence of a slight acceleration slip of the driving wheels to reduce the driving force, and the reduction of the side force of the rear wheels 7 and 8 will be suppressed as the driving force is reduced. Then, the continuation of the four-wheel steering control is ensured on the side of the four-wheel steering control system until the maximum feedback steering angle value _{ΔF / BMAX} is reached.

That is, considering the influence of the driving force on the tire characteristics, as shown in FIG. 6, in the control limit region of the four-wheel steering control, the rear wheels 7, 8 have a large side slip at a steering angle given by the yaw rate feedback control. If the driving force increases due to the accelerator depression operation when the vehicle is in a corner, the side force sharply drops and moves from point A to point B in FIG. When the driving force decreases due to the early traction control operation based on the prediction, the driving force moves from the point A to the point C in FIG. 6 and the side force is maintained. Therefore, a grip on the road surface is ensured on the rear wheels 7, 8 side, the vehicle behavior is stable, and the yaw control of the vehicle by the four-wheel steering control system is possible unless the side slip angle becomes excessive.

Moreover, on the traction control system side, the larger the yaw rate deviation absolute value | ψe '|, the easier it is to enter the traction control. For example, the yaw rate deviation absolute value | ψe' | is large and the four-wheel steering control system side Therefore, the response delay due to the traction control can be prevented even in a situation where the side force sharply decreases with a slight increase in driving force.

The maximum control amount in the four-wheel steering control system is limited by the maximum feedback steering angle value δ _{F / BM AX} , which allows unlimited control even though the control limit range is exceeded. In such a case, originally, in the four-wheel steering control system, a large auxiliary steering angle is given to the rear wheels 7 and 8 with an increase in the yaw rate deviation ψe ′, so that the sideslip angle of the tires on the rear wheels 7 and 8 side increases, This is because even if the driving force is suppressed, the increase in the sideslip angle causes the behavior of the vehicle to become unstable.

The effect will be described.

(1) In a four-wheel steering and traction integrated control device applied to a vehicle equipped with both a four-wheel steering control system by yaw rate feedback control and a traction control system by throttle control, Is predicted when the absolute yaw rate deviation | ψe '| between the target yaw rate ψ' ^* and the actual yaw rate ψ'exceeds the set value a, and if the control limit range is predicted, the four-wheel steering control system side determines the maximum control amount. Is controlled by the maximum feedback steering angle value δ _{F / BMAX} , and the traction control system side makes it easier to enter the traction reduction control by setting the throttle closing threshold value S _ON and the throttle opening threshold value S _OFF to small values. Since it is a device that performs control, the control range of four-wheel steering control that achieves yaw control and stability of the vehicle with high response By enlarging, it is possible to prevent sudden vehicle behavior in the limit turning region and to ensure stability.

(2) Whether or not the yaw rate deviation absolute value | ψe '| exceeds the set value a and the yaw rate deviation differential value ψe "is positive, or the yaw rate deviation absolute value Since the value | ψe '| exceeds t ₁ msec after the set value a is exceeded, the absolute yaw rate deviation | ψe' | is determined only by whether or not it exceeds a set value. Compared with the case, the size of the set value a can be set smaller, and the limit prediction of the four-wheel steering control can be performed quickly and accurately.

(3) When the four-wheel steering control limit is predicted, a throttle threshold coefficient K _S that determines the ease of entry into traction control is given by K _S = 1-f (│ψe'│). Therefore, the larger the yaw rate deviation absolute value | ψe '|, the easier it is to enter the traction control, and in any situation where the limit prediction of the four-wheel steering control is made, the response delay of the driving force reduction control and the insufficient amount of driving force reduction may occur. Can be prevented.

Although the embodiment has been described above with reference to the drawings, the specific structure is not limited to this embodiment.

For example, in the embodiment, the yaw rate feedback control is used as the four-wheel steering control system, but a lateral acceleration feedback control and a vehicle body slip angle feedback control are also included.

In the embodiment, as the traction control system, the example of the throttle control is shown. However, in addition to the throttle control, one or a combination of brake control, ignition cut, cylinder cut, ignition timing retard, etc. may be used. Is also good.

In the embodiment, the example in which the four-wheel steering control limit prediction is performed by using the deviation and the deviation differential value has been described, but it may be an example using only the deviation, or the lateral acceleration is determined to be a predetermined value or more. It may be a prediction with the addition of.

In the embodiment, an example in which the traction control is made easier to enter by lowering the threshold value is shown. However, it may be an example in which the control gain is set to a high gain to make it easier to enter the control, or a plurality of traction control systems. In vehicles equipped with, the throttle control may be left unchanged and control such as quick-response brake control or control for advancing the start timing of ignition cut or the like may be performed.

In the embodiment, the example in which the ease of entering the traction control is made variable according to the magnitude of the deviation has been shown, but the ease of entering the traction control may be made variable in accordance with the deviation and the differential value of the deviation. Even if the four-wheel steering control limit is predicted, regardless of the deviation or the deviation differential value, the traction control may be facilitated by a threshold value or the like given by a certain fixed value.

[0074]

As described above, according to the present invention, four-wheel steering applied to a vehicle equipped with both a four-wheel steering control system such as yaw rate feedback control and a traction control system such as throttle control. In the integrated control system for traction and traction, the four-wheel steering control limit range is predicted by the deviation between the target behavior calculation value and the actual behavior detection value becoming a predetermined value or more, and when the control limit range is predicted, the four-wheel steering control range is predicted. The control system side limits the maximum control amount, and the traction control system side has integrated control means that makes it easier to enter the traction reduction control.Therefore, four-wheel steering control that achieves high response with controllability and stability of vehicle behavior is provided. By expanding the control area, it is possible to prevent sudden vehicle behavior in the limit turning area and to ensure stability. Effect can be obtained.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a total control device for four-wheel steering and traction according to the present invention.

FIG. 2 is an overall system diagram of a rear-wheel drive vehicle to which an integrated control device for four-wheel steering and traction according to an embodiment is applied.

FIG. 3 is a flowchart showing a flow of four wheel steering and traction comprehensive control operation performed by a comprehensive control unit of the 4WS / TCS control unit of the embodiment apparatus.

FIG. 4 is a flowchart showing a flow of four-wheel steering control operation performed by a four-wheel steering control unit of the 4WS / TCS control unit of the embodiment apparatus.

FIG. 5 is a flowchart showing a flow of traction control operation performed by a traction control unit of the 4WS / TCS control unit of the embodiment apparatus.

FIG. 6 is a characteristic diagram showing the influence of driving force on the side slip angle and the side force of the tire when turning.

[Explanation of symbols]

 a actual behavior detecting means b target behavior calculating means c four-wheel steering control system d traction control system e deviation calculating means f general control means

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Claims (1)

[Claims] 1. An actual behavior detecting means for detecting an actual behavior of the vehicle represented by a yaw rate applied to the vehicle, a lateral acceleration and a slip angle, and a target behavior calculating means for computing a target behavior of the vehicle which should be naturally caused by steering. A four-wheel steering control system that feedback-controls the auxiliary steering angle applied to at least one of the front and rear wheels based on the deviation between the detected actual behavior value and the calculated target behavior value, and the traction transmitted to the drive wheel when an acceleration slip occurs on the drive wheel. A traction control system for controlling the reduction of the target behavior, a deviation calculation means for calculating a deviation between the target behavior calculation value and the actual behavior detection value, and a maximum control in the four-wheel steering control system when the deviation is a predetermined value or more. While outputting a command to limit the amount,
A comprehensive control device for four-wheel steering and traction, comprising: a comprehensive control means for outputting a command for facilitating entry into the traction reduction control to the traction control system.