TWI697428B - Vehicle travelling control method and vehicle traveling control system - Google Patents

Abstract

A vehicle travelling control method includes sensing a first rotating speed of a first wheel and a second rotating speed of a second wheel; sensing a first load current of a first drive motor and a second load current of a second drive motor; calculating a rotating speed difference between the first rotating speed and the second rotating speed; and calculating a load current difference between the first load current and the second load current, when the absolute value of the load current difference is greater than a load current different threshold, one of the first load current and the second load current is not greater than a load current extreme value, and the absolute value of the rotating speed is greater than a rotating speed threshold, reduce the first rotating speed of the first wheel and the second rotating speed of the second wheel.

Description

Vehicle travel control method and vehicle travel control system

The present disclosure relates to a vehicle travel control method and a vehicle travel control system.

Generally, a vehicle needs to control the vehicle body overturning stability. Basically, the vehicle system needs to collect information on the vehicle body acceleration, rudder angle, roll angle and other information. Then according to the vehicle speed, calculate the final angle of the vehicle body tilt to determine the risk of the vehicle body overturning. Therefore, the vehicle body needs to be equipped with acceleration sensors, rudder angle sensors, gyroscopes and other instruments, and it needs to pass complex angle, filter and attitude control calculation procedures.

One of the technical aspects of the present disclosure is a method of vehicle travel control. The vehicle includes a vehicle body and first and second wheels located on both sides of the vehicle body and opposite to each other. The vehicle travel control method includes: detecting the first rotation speed of the first wheel and the second rotation speed of the second wheel; detecting the first wheel The first load current of a driving motor and the second load current of the second driving motor of the second wheel; calculating the difference between the first and second rotation speeds; and calculating the difference between the first load current and the second load current ; When the absolute value of the load current difference is greater than the load current difference threshold, one of the first load current and the second load current is not greater than the load current extreme value, and the absolute value of the speed difference is greater than the speed difference threshold, reduce the first The first rotational speed of the wheel and the second rotational speed of the second wheel.

In some embodiments of the present disclosure, the step of reducing the first rotation speed of the first wheel and the second rotation speed of the second wheel includes: when the first load current is not greater than the extreme value of the load current, reducing or turning off the first drive motor The power output of the first wheel reduces the first rotation speed of the first wheel, and a braking force is applied to the second wheel to reduce the second rotation speed of the second wheel.

In some embodiments of the present disclosure, the step of reducing the first rotational speed of the first wheel and the second rotational speed of the second wheel includes: when the second load current is not greater than the extreme value of the load current, reducing or turning off the second drive motor The power output of the second wheel reduces the second rotation speed of the second wheel, and a braking force is applied to the first wheel to reduce the first rotation speed of the first wheel.

Another technical aspect of the present disclosure is a vehicle travel control system. The vehicle includes a vehicle body, and first and second wheels located on opposite sides of the vehicle body. The vehicle travel control system includes a first drive motor, a second drive motor, a first sensor, a second sensor, and a controller. The first drive motor drives the first wheel, the second drive motor drives the second vehicle wheel. The first sensor is electrically connected to the first driving motor, and the first sensor is configured to detect the first rotation speed of the first wheel and the first load current of the first driving motor. The second sensor is electrically connected to the second driving motor, and the second sensor is configured to detect the second rotation speed of the second wheel and the second load current of the second driving motor. The controller is electrically connected with the first driving motor, the second driving motor, the first sensor and the second sensor. The controller is set to determine that when the absolute value of the load current difference is greater than the critical value of the load current difference, one of the first load current and the second load current is not greater than the extreme value of the load current, and the absolute value of the speed difference is greater than the critical value of the speed difference At this time, the first rotation speed of the first wheel and the second rotation speed of the second wheel are reduced.

In some embodiments of the present disclosure, when the first load current is not greater than the extreme value of the load current, the controller is configured to reduce or turn off the power output of the first drive motor to the first wheel to reduce the first rotation speed of the first wheel , And apply a braking force to the second wheel to reduce the second rotation speed of the second wheel.

In some embodiments of the present disclosure, when the second load current is not greater than the extreme value of the load current, the controller is configured to reduce or turn off the power output of the second drive motor to the second wheel to reduce the second rotation speed of the second wheel, And applying a braking force to the first wheel to reduce the first rotation speed of the first wheel.

In some embodiments of the present disclosure, the first sensor further includes a first rotational speed sensor configured to detect the first rotational speed of the first wheel.

In some embodiments of the present disclosure, the first sensor also includes It includes a first load current sensor, which is configured to detect the first load current of the first driving motor.

In some embodiments of the present disclosure, the second sensor further includes a second rotational speed sensor configured to detect the second rotational speed of the second wheel.

In some embodiments of the present disclosure, the second sensor further includes a second load current sensor configured to detect the second load current of the second driving motor.

In the above-mentioned embodiment of the present disclosure, by comparing the rotation speed and load current of the first wheel and the second wheel and the relative magnitude between the critical value and the extreme value obtained by the test, it can be judged whether the vehicle is about to overturn, so the installation can be omitted. The cost of setting up various complex sensors in various parts of the vehicle, and there is no need to judge whether the vehicle is at risk of overturning through complex matrix calculations such as body rotation angle and vehicle acceleration, so the reaction time can be further shortened.

50‧‧‧vehicle

52‧‧‧Body

54a‧‧‧First wheel

54b‧‧‧Second wheel

100‧‧‧Vehicle travel control system

110a‧‧‧First drive motor

110b‧‧‧Second drive motor

120a‧‧‧First sensor

122a‧‧‧The first speed sensor

124a‧‧‧First load current sensor

120b‧‧‧Second sensor

122b‧‧‧Second speed sensor

124b‧‧‧Second load current sensor

130‧‧‧Controller

I1‧‧‧First load current

I2‧‧‧Second load current

R1‧‧‧First speed

R2‧‧‧Second speed

DI‧‧‧Load current difference

DR‧‧‧Speed difference

DI-threshold‧‧‧The critical value of load current difference

minI‧‧‧Extreme load current

DR-threshold‧‧‧Speed difference critical value

S1~S9‧‧‧Step

M‧‧‧weight

Fa, Fb‧‧‧ Centripetal force

Figure 1 is a schematic diagram of a vehicle traveling control system according to an embodiment of the disclosure.

FIG. 2A and FIG. 2B are flowcharts of a vehicle traveling control method according to an embodiment of the present disclosure.

Figures 3 to 6 are schematic diagrams of the vehicle in Figure 1 in different states.

Hereinafter, a plurality of implementation manners of the present disclosure will be illustrated in diagrams. For the sake of clarity, many practical details will be described in the following description. However, it should be understood that these practical details should not be used to limit this disclosure. In other words, in some implementations of this disclosure, these practical details are unnecessary. In addition, in order to simplify the drawings, some conventionally used structures and elements are shown in the drawings in a simple and schematic manner. And for the sake of clarity, the thickness of layers and regions in the drawings may be exaggerated, and the same element symbols in the description of the drawings represent the same elements.

FIG. 1 is a schematic diagram of a vehicle traveling control system 100 according to an embodiment of the disclosure. The vehicle travel control system 100 is provided in the vehicle 50. The vehicle 50 has a body 52, first wheels 54a, and second wheels 54b. The first wheel 54 a is opposite to the second wheel 54 b and located on both sides of the vehicle body 52. In some embodiments, the vehicle 50 may be a three-wheeled vehicle, and the vehicle travel control system 100 may be configured to control two opposite rear wheels. In some other embodiments, the vehicle 50 may be a four-wheeled vehicle, and the vehicle travel control system 100 may be configured to control two front wheels and/or two rear wheels opposed to each other.

The vehicle travel control system 100 has a first drive motor 110 a, a second drive motor 110 b, a first sensor 120 a, a second sensor 120 b, and a controller 130. The first drive motor 110a is provided to drive the first wheel 54a, and the second drive motor 110b is provided to drive the second wheel 54b.

The first sensor 120a is electrically connected to the first driving motor 110a, and the second sensor 120b is electrically connected to the second driving motor 110b. First A sensor 120a has a first rotational speed sensor 122a and a first load current sensor 124a. The first rotation speed sensor 122a is configured to detect the first rotation speed R1 of the first wheel 54a (see Figure 2A), and the first load current sensor 124a is configured to detect the first load of the first driving motor 110a. Current I1 (see Figure 2A). The second sensor 120b has a second rotational speed sensor 122b and a second load current sensor 124b. The second rotational speed sensor 122b is configured to detect the second rotational speed R2 of the second wheel 54b (see Figure 2A), and the second load current sensor 124b is configured to detect the second load current I2 of the second driving motor 110b (See Figure 2A).

The controller 130 is electrically connected to the first driving motor 110a, the second driving motor 110b, the first sensor 120a, and the second sensor 120b. The controller 130 may calculate the speed difference DR between the first speed R1 and the second speed R2 (see Figure 2A), and calculate the load current difference DI between the first load current I1 and the second load current I2 (see section 2A).

In this embodiment, the two controllers 130 are electrically connected to each other and are respectively connected to the first driving motor 110a and the first sensor 120a, and the second driving motor 110b and the second sensor 120b, but they are not intended to limit This disclosure.

The vehicle travel control system 100 of the present disclosure can determine whether the vehicle 50 is at risk of overturning in real time by using the above-mentioned first rotation speed R1, second rotation speed R2, first load current I1, and second load current I2. Generally speaking, when the vehicle body 52 is tilted and is about to overturn, one of the wheels of the vehicle 50 will leave the ground first. As a result, the load current of the vehicle 50 must be completely supplied by the other wheel still touching the ground, so that the other vehicle touching the ground The load current of the wheel becomes larger. At this time, the wheels off the ground are idling at a high speed, which causes the rotation speed difference DR between the first wheel 54a and the second wheel 54b of the vehicle 50 to increase. In addition, the load current of the wheel that is off the ground and idling will drop to the load current limit minI when the drive motor is in no-load state (see Figure 2A), which is the minimum load current value of the drive motor, so the load current difference DI Get bigger.

Specifically, different types of vehicles have corresponding speed difference threshold DR-threshold (see Figure 2A) and load current difference threshold DI-threshold (see Figure 2A) when they are about to overturn. The vehicle travel control system 100 of the present disclosure compares the speed difference threshold DR-threshold with the current speed difference DR of the vehicle 50 through the controller 130, and compares the load current difference threshold DI-threshold with the current load current difference DI of the vehicle 50, in real time It is determined whether the vehicle 50 has a risk of overturning. In addition, by separately comparing the first load current 112a and the second load current 112b with the load current limit minI, it can be determined whether the first wheel 54a or the second wheel 54b is in the idling state and the vehicle 50 is about to overturn. The device 130 then uses the first drive motor 110a and the second drive motor 110b to provide a feedback mechanism to the first wheel 54a and the second wheel 54b to make the vehicle 50 free from the risk of overturning and return to a stable driving state.

In this embodiment, taking an electric vehicle as an example, when the vehicle speed of the vehicle 50 is about 1-10 km/hr, the critical value DR-threshold of the speed difference between the first wheel 54a and the second wheel 54b is about 13 RPM. That is, when the absolute value of the rotational speed difference DR between the first wheel 54a and the second wheel 54b is greater than 70 RPM, the vehicle 50 is at risk of overturning. In addition, the vehicle 50 The current difference threshold DI-threshold is about 10A. That is, when the absolute value of the load current difference DI between the first drive motor 110a and the second drive motor 110b is greater than 10A, the vehicle 50 is at risk of overturning. At this time, the load current limit minI of the driving motor of the ground wheel is about 2A.

Hereinafter, an embodiment will be used to specifically describe the vehicle travel control method of the vehicle travel control system 100 to keep the vehicle 50 running stably.

FIG. 2A and FIG. 2B are flowcharts of a vehicle traveling control method according to an embodiment of the present disclosure. Please refer to Figure 2A, the vehicle travel control method starts in step S1, the first speed sensor 122a detects the first speed R1 of the first wheel 54a, and the second speed sensor 122b detects the second speed of the second wheel 54b. Rotation speed R2. Then in step S2, the first load current sensor 124a detects the first load current I1 of the first driving motor 110a, and the second load current sensor 124b detects the second load current I2 of the second driving motor 110b. In step S3, the controller 130 determines whether the absolute value of the load current difference DI is greater than the load current difference threshold DI-threshold. If the judgment result is no, it means that the vehicle 50 has no risk of overturning, so this detection is ended. If the judgment result is yes, step S4 is executed.

In step S4, the controller 130 determines whether the second load current I2 is less than the load current limit minI. If the result of the judgment is negative, step S7 is executed (see Figure 2B). If the judgment result is yes, step S5 is executed. In step S5, the controller 130 determines whether the absolute value of the rotational speed difference DR is greater than the rotational speed difference threshold DR-threshold. If the judgment result is no, it means that the vehicle 50 has no risk of overturning, so this detection is ended. If the judgment result is yes, step S6 is executed. In step S6, since the vehicle 50 is judged In order to overturn one side toward the first wheel 54a, the first drive motor 110a applies a braking force to the first wheel 54a, and the second drive motor 110b reduces or shuts off the power output to the second wheel 54b.

Referring to FIG. 2B, in step S7, the controller 130 determines whether the first load current I1 is less than the load current limit minI. If the judgment result is no, it means that the vehicle 50 has no risk of overturning, so this detection is ended. If the judgment result is yes, step S8 is executed. In step S8, the controller 130 determines whether the absolute value of the rotational speed difference DR is greater than the rotational speed difference threshold DR-threshold. If the judgment result is no, it means that the vehicle 50 has no risk of overturning, so this detection is ended. If the judgment result is yes, step S9 is executed. In step S9, since the vehicle 50 is determined to be overturned toward one side of the second wheel 54b, the second drive motor 110b applies braking force to the second wheel 54b, and the first drive motor 110a is lowered or turned off to the first wheel 54b. 54a power output.

Should understand. The above steps S3, S4, and S5 are the three conditions that must be met simultaneously to determine whether the vehicle 50 is about to overturn toward one side of the first wheel 54a, and the steps S3, S7, and S8 are to determine whether the vehicle 50 is about to turn toward the second Three conditions must be met simultaneously for one of the two wheels 54b to overturn. However, the judgment order between the above three conditions can be exchanged arbitrarily. In other words, as long as the four parameters of the vehicle 50 and the critical values and extreme values obtained after testing satisfy the following three inequalities (1), (2), (3), the controller 130 will determine the results Step S6 or Step S9 is executed immediately.

|DI|>DI-threshold (1)

|DR|>DR-threshold (2)

I1≦minI or I2≦minI (3)

Please go back to Figure 1 first and refer to Figure 2A at the same time. In this example, the vehicle 50 is running on a flat road, and the first wheel 54a and the second wheel 54b run at the same speed. The load current required by the vehicle 50 is provided by the first wheel 54a and the second wheel 54b. Therefore, the first load current I1 and the second load current I2 are approximately equal or have only a slight difference. The parameter relationships measured in steps S1 and S2 of the vehicle traveling control method are: |DI|<DI-threshold, |DR|<DR-threshold, I1>minI and I2>minI. Therefore, in step S3, it is determined that the vehicle 50 has no risk of overturning based on the relationship of |DI|<DI-threshold.

Figures 3 to 6 are schematic diagrams of the vehicle 50 in Figure 1 in different states. Please refer to Figure 2A and Figure 3 at the same time. In this example, the vehicle 50 is traveling on a sloping road, and the body 52 is inclined to one side of the first wheel 54a along the road plane, but the first wheel 54a and the second wheel 54b both fall on the road surface. Therefore, the first rotation speed R1 is substantially equal to the second rotation speed R2, the first load current I1 is greater than the second load current I2, and the load current difference DI increases. However, the relationship between the four parameters measured in step S1 and step S2 of the vehicle traveling control method and the critical value and extreme value obtained by the test is: |DI|<DI-threshold, |DR|<DR -threshold, I1>minI and I2>minI. Therefore, in step S3, it is determined that the vehicle 50 has no risk of overturning based on the relationship of |DI|<DI-threshold.

Please refer to Figure 2A and Figure 4 at the same time. In this example, the vehicle 50 is traveling on a sloping road, and the vehicle body 52 moves toward the first along the road surface. One side of the second wheel 54b is inclined, but the first wheel 54a and the second wheel 54b both fall on the road surface. Therefore, the first rotation speed R1 is substantially equal to the second rotation speed R2, the first load current I1 is less than the second load current I2, and the load current difference DI increases. However, the relationship between the four parameters measured in steps S1 and S2 of the vehicle travel control method and the critical and extreme values obtained through testing is still: |DI|<DI-threshold, |DR|<DR -threshold, I1>minI and I2>minI. Therefore, in step S3, it is determined that the vehicle 50 has no risk of overturning based on the relationship of |DI|<DI-threshold.

Please refer to Figure 2A and Figure 5 at the same time. In this example, the vehicle 50 is traveling on an inclined road, the body 52 is inclined to one side of the first wheel 54a and the second wheel 54b has left the road surface. The inclination angle of the vehicle body 52 is greater than the inclination angle of the inclined road, and the first wheel 54a is used as a support point for the balance vehicle 50. However, when the centripetal moment of the inclined body 52 is greater than the moment provided by the weight M of the body 52, the vehicle 50 may overturn to one of the first wheels 52a. In some embodiments, the vehicle 50 may also turn over too fast on a flat road, which is not intended to limit the disclosure.

At this time, the load current required by the vehicle 50 is completely provided by the first drive motor 110a of the first wheel 54a, and the second wheel 54b has left the road surface, so the first load current I1 is much larger than the second load current I2. The judgment result of step S3 is: |DI|>DI-threshold, so step S4 is executed next. In step S4, since the second wheel 54b is idling at a higher speed than the first wheel 54a, the second load current I2 will be close to the minimum current when the second drive motor 110b is idling, so it is determined that I2≦ minI, then step S5 is executed. At this time, the second wheel 54b in the idling state If the second rotation speed R2 is greater than the first rotation speed R1, the judgment result of step S5 is: |DR|>DR-threshold, so step S6 is then executed.

In step S6, since the vehicle 50 is determined to be overturned toward one of the first wheels 54a, the controller 130 will apply a braking force to the first wheel 54a, that is, the first wheel 54a will perform a braking action to lower the first wheel 54a. The first rotational speed R1 of the wheel 54a and the second drive motor 110b reduce or shut down the power output to the second wheel 54b to reduce the second rotational speed R2 of the second wheel 54b. In this way, the centripetal force Fa of the vehicle 50 toward the first wheel 54a is reduced, and the torque provided by the weight M of the body 52 can restore the vehicle 50 to a stable driving state where both the first wheel 54a and the second wheel 54b are in contact with the ground.

Please refer to Figure 2A, Figure 2B and Figure 6 at the same time. In this example, the vehicle 50 is traveling on an inclined road, the body 52 is inclined to one side of the second wheel 54b and the first wheel 54a has left the road surface. The inclination angle of the vehicle body 52 is greater than the inclination angle of the inclined road, and the second wheel 54b is used as a support point for the balance vehicle 50. However, when the centripetal moment of the inclined body 52 is greater than the moment provided by the weight M of the body 52, the vehicle 50 may roll over to one of the second wheels 54b. In some embodiments, the vehicle 50 may also turn over too fast on a flat road, which is not intended to limit the disclosure.

At this time, the load current required by the vehicle 50 is completely provided by the second drive motor 110b of the second wheel 54b, and the first wheel 54a has left the road surface, so the second load current I2 is much larger than the first load current I1. The judgment result of step S3 is: |DI|>DI-threshold, so proceed to step S4. In step S4, since the first wheel 54a presents a higher speed idling state than the second wheel 54b, the first load current I1 will be close to the minimum current when the first drive motor 110a is idling, so it is determined that I2> minI, then step S7 is executed. In step S7, it is determined that I1≦minI, and then step S8 is executed. At this time, the first rotation speed R1 of the first wheel 54a in the idling state is greater than the second rotation speed R2, and the judgment result of step S8 is: |DR|>DR-threshold, so step S9 is then executed.

In step S9, since the vehicle 50 is determined to be overturned toward one of the second wheels 54b, the controller 130 will apply a braking force to the second wheel 54b, that is, the second wheel 54b will perform a braking action to lower the second wheel 54b. The wheels 54b have a second rotation speed R2, and the first drive motor 110a reduces or turns off the power output to the first wheels 54a to reduce the first rotation speed R1 of the first wheels 54a. In this way, the centripetal force Fb of the vehicle 50 toward the second wheel 54b is reduced, and the moment provided by the weight M of the body 52 can restore the vehicle 50 to a stable driving state where both the first wheel 54a and the second wheel 54b are in contact with the ground.

In summary, the vehicle travel control system 100 of the present disclosure can compare whether the current speed difference DR of the vehicle 50 is greater than the speed difference threshold DR-threshold through the controller 130, and compare whether the current load current difference DI of the vehicle 50 is greater than the load current The difference threshold DI-threshold, and compare whether the first load current 112a or the second load current 112b is less than the load current limit minI, and determine the direction of the vehicle 50 overturning in time. The controller 130 separates the first wheel 54a and the second wheel 54a and the second wheel 54a according to the overturning direction through the first drive motor 110a and the second drive motor 110b. The rotation speed of 54b is reduced, so that the vehicle 50 is free from the risk of overturning and returns to a stable driving state.

In addition, by comparing the rotation speed and load current of the first wheel 54a and the second wheel 54b and the relative magnitude between the critical value and the extreme value obtained by the test, it can be judged whether the vehicle 50 is about to overturn, so various complicated installations can be omitted. The cost of the sensor in each part of the vehicle 50 does not require complicated matrix calculations such as the rotation angle of the body 52 and the acceleration of the vehicle 50 to determine whether the vehicle 50 is at risk of overturning, so the response time can be further shortened.

Although this disclosure has been disclosed in the above embodiments, it is not intended to limit this disclosure. Anyone who is familiar with this technique can make various changes and modifications without departing from the spirit and scope of this disclosure. Therefore, this disclosure is protected The scope shall be subject to the definition of the attached patent scope.

S1~S6‧‧‧Step

Claims (10)

A vehicle traveling control method. The vehicle includes a vehicle body and a first wheel and a second wheel located on both sides of the vehicle body and opposite to each other. The vehicle traveling control method includes: detecting a first wheel, a first rotation speed, and a A second speed of a second wheel; detecting a first load current of a first drive motor of the first wheel and a second load current of a second drive motor of the second wheel; calculating the first speed And calculate a load current difference between the first load current and the second load current; when the absolute value of the load current difference is greater than a load current difference threshold, the first load current And when one of the second load currents is not greater than a load current extreme value, and the absolute value of the rotational speed difference is greater than a rotational speed difference critical value, the first rotational speed of the first wheel and the first rotational speed of the second wheel are reduced Two speed. The vehicle traveling control method according to claim 1, wherein the step of reducing the first rotation speed of the first wheel and the second rotation speed of the second wheel includes: when the first load current is not greater than the load current pole Value, reduce or close the power output of the first drive motor to the first wheel to The first rotation speed of the first wheel is reduced, and a braking force is applied to the second wheel to reduce the second rotation speed of the second wheel. The vehicle traveling control method according to claim 1, wherein the step of reducing the first rotation speed of the first wheel and the second rotation speed of the second wheel includes: when the second load current is not greater than the load current pole Value, reduce or turn off the power output of the second drive motor to the second wheel to reduce the second rotation speed of the second wheel, and apply a braking force to the first wheel to reduce the first wheel One speed. A vehicle travel control system. The vehicle includes a vehicle body and a first wheel and a second wheel located on both sides of the vehicle body and opposite to each other. The vehicle travel control system includes: a first drive motor for driving the first wheel; The second driving motor drives the second wheel; a first sensor is electrically connected to the first driving motor, wherein the first sensor is configured to detect a first rotational speed of the first wheel and the A first load current of the first driving motor; a second sensor electrically connected to the second driving motor, wherein the second sensor is configured to detect a second rotation speed of the second wheel and the A second load current of the second driving motor; and a controller electrically connected to the first driving motor, the second driving motor, the first sensor, and the second sensor, wherein the controller Set to determine when the absolute value of a load current difference is greater than a negative Load current difference threshold, one of the first load current and the second load current is not greater than a load current extreme value, and the absolute value of a speed difference is greater than a speed difference threshold, reduce the first wheel A first rotation speed and the second rotation speed of the second wheel. The vehicle travel control system according to claim 4, wherein when the first load current is not greater than the load current extreme value, the controller is set to reduce or turn off the power output of the first drive motor to the first wheel. The first rotation speed of the first wheel is reduced, and a braking force is applied to the second wheel to reduce the second rotation speed of the second wheel. The vehicle travel control system according to claim 4, wherein when the second load current is not greater than the load current extreme value, the controller is set to reduce or turn off the power output of the second drive motor to the second wheel. The second rotation speed of the second wheel is reduced, and a braking force is applied to the first wheel to reduce the first rotation speed of the first wheel. The vehicle travel control system according to claim 4, wherein the first sensor further includes a first rotation speed sensor configured to detect the first rotation speed of the first wheel. The vehicle travel control system according to claim 4, wherein the first sensor further includes a first load current sensor configured to detect the first load current of the first drive motor. The vehicle traveling control system according to claim 4, wherein the second sensor further includes a second rotation speed sensor configured to detect the second rotation speed of the second wheel. The vehicle travel control system according to claim 4, wherein the second sensor further includes a second load current sensor configured to detect the second load current of the second drive motor.

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