FR2978704A1 - System for monitoring mobility of vehicle, has electronic control unit integrating anti-skating function of driving wheel, where system controls activation or effective deactivation of anti-skating function according to result of tests - Google Patents

Abstract

The system (1) has an electronic control unit (3) integrating an anti-skating function of a driving wheel (5) of a vehicle. The system controls an activation or effective deactivation of the anti-skating function according to a result of tests such that a parameter setting instruction is confirmed depending on a state deactivated by default, and the anti-skating function is deactivated if tested conditions are met, and the parameter setting instruction is cancelled depending on the state deactivated by default and the anti-skating function is activated if one of tested conditions is not met.

Description

MOTOR CONTROL SYSTEM OF A VEHICLE

The invention is in the field of stability control systems and traction of a vehicle. More particularly, it relates to the management of such systems and in particular vehicle traction control systems and more specifically anti-skid functions. The invention also relates to vehicles having such systems. Nowadays, vehicles are often equipped with active (or primary) safety systems whose presence or operation is intended to prevent an accident from occurring. To be effective, these systems must come into action before an accident occurs, which is why their functions are preferably in a constantly activated state when the vehicle is in service. Among these primary safety systems are ABS brake assist systems (acronym for: AntiBlock Security) preventing the wheels from locking during periods of intense braking, or ESP type stability control systems. (acronym for: Electronic Stability Program) providing assistance with vehicle trajectory control. ESP systems typically work in conjunction with other electronic control systems, including traction control systems with anti-skid functions of the ASR type (Acronym of Acceleration Slip Regulation). Such systems regulate acceleration to limit the loss of grip of the drive wheels. Sets employing both ESP and ASR systems are referred to as stability and traction control systems.

These systems are designed to be permanently activated on the vehicle, they are activated automatically when starting the vehicle. Nevertheless, and particularly with regard to traction control systems, it may be necessary for vehicle users to disable them temporarily. This is the case for example when the user is trying to clear his vehicle of a road or a parking place heavily snowy. For this purpose, the vehicle is generally equipped with a manual control of deactivation of the anti-skid function to inhibit said function and to allow the wheels to skate until the release of the vehicle. This command usually takes the form of a button located at the dashboard of the vehicle.

The confirmation of the deactivation of the anti-skid function is communicated to the user of the vehicle by the illumination of a warning light which may possibly be accompanied by an audible signal and a message on a communication screen. displaying towards the user. In the interest of passenger and vehicle safety, the traction control systems present internal management means allowing them to be reactivated automatically in order to compensate for a possible forgetting of the reactivation of the function by the user and to maintain a good level. presented by the vehicle. Thus, when it has been manually deactivated, the traction control system is reactivated automatically when the vehicle reaches a certain speed, for example 50 km / h. It is also reactivated automatically each time the vehicle is started. In addition to the stress quickly annoying for the user who needs to manually disable the anti-skid function at each engine start or after each crossing a predetermined speed threshold, the manipulation of the manual control generates risks of activation or inadvertent deactivation of other functions due to the proximity of other controls on the dashboard, such as for example the button for opening the fuel filler flap or the button for unlocking the doors of the vehicle. In fact, when the outside temperature is low, and if the vehicle has been parked outside, users will most often wear gloves against the cold and therefore do not have the ability to select precisely the command button on which they support. The solution of placing the manual deactivation button of the anti-skid function elsewhere on the dashboard in order to isolate it from the other control buttons is not satisfactory because of the additional costs generated by the multiplication of the beams electric and because of a lack of available dashboard locations.

There is therefore a need for a mode of deactivation of the traction control function which does not cause the defects found in the prior art. Systems involving automatic deactivation of a traction control system are already known from the prior art. For example, the document EP0574150 proposes a traction control device for increasing the torque transmitted to the wheels when it detects both an extended slip of said wheels and a deceleration of the vehicle. Decreasing the efficiency of the traction control device makes it possible to prevent the vehicle from coming to a stop at a location from which it would be difficult for it to restart. This prior art therefore does not provide a solution when the vehicle is already parked in a location from which it is difficult for it to disengage. More relevant for a take-off assistance situation of the vehicle, the document US4771850 proposes to be able to automatically disable the traction control system and increase the torque transmitted to the wheels for example when a situation of wheel slip is detected and that the vehicle speed is below a predetermined threshold. Note that the solution provided by this prior art is implemented only when a slip is found and that slip is considered inadmissible in that it exceeds a certain threshold. One of the disadvantages encountered is that the traction control system will first be solicited before being deactivated. This initial activation of the anti-skid function lacks efficiency on the one hand and on the other hand will consume fuel and generate unnecessary wear of the mechanical parts involved in the operation of said traction control system. For example, the implementation of such a solution can generate wear of the brake pads if the traction control device involves braking in the context of a reduction in wheel slip. In addition, the user loses the ability to choose whether to disable the system. The object of the invention is to respond to at least one of the problems presented by the prior art, in particular by proposing a new traction control system that can anticipate a probable wheel slip situation in order to preventably deactivate said system of traction. motor control and in particular its anti-skid function.

To this end, the subject of the invention is a vehicle traction control system comprising an electronic control unit incorporating at least one antiskid function of at least one driving wheel of said remarkable vehicle in that it comprises means for setting the activation state of the anti-skid function enabling a user to record a set point placing the anti-skid function according to a state activated by default or a deactivated state by default, in that when said function is set to be set to the off state by default, said system is configured to perform at least one relevancy test of the activation status parameter by testing the veracity of at least one predefined condition, and that at least one tested condition relates to vehicle traction, and that said system is further configured to control the effective activation or deactivation of the vehicle. anti-skid function according to the result of the test (s) carried out, so that: - if the tested condition (s) are fulfilled then the parameterization setpoint according to the deactivated state by default is confirmed and the anti function Traction is deactivated, and - if at least one of the tested conditions is not fulfilled, then the parameterization setpoint in the default deactivated state is overridden and the anti-slip function is activated.

Preferably the electronic control unit is connected to a multiplex network embedded on the vehicle.

According to a preferred embodiment of the invention, the system further comprises means for measuring the speed of a vehicle, and at least one tested condition relating to the traction of the vehicle is a speed condition of the non-driving wheels of the vehicle. vehicle. Preferably, if the measured speed is less than or equal to a predetermined value v1 then the speed condition is met.

Preferably, it also comprises or uses a means for measuring the temperature outside the vehicle, and one of the conditions tested is a temperature condition outside the vehicle, preferably if the measured temperature is less than or equal to a predetermined value t then the temperature condition is met. Optionally, the temperature sensor is an infrared thermometer for measuring the temperature of an object, preferably said sensor is oriented towards the ground so as to measure the temperature of the soil.

Advantageously, it further comprises or uses a means for measuring the time and one of the conditions tested is a condition for maintaining the motor traction of the vehicle over time, preferably as long as the condition or conditions relating to the motricity of the vehicle are not filled for a duration greater than or equal to a predetermined value d then the maintenance condition is fulfilled.

According to a preferred embodiment, the setting of the activation state of the anti-skid function according to a state activated by default or a deactivated state by default is kept in memory and is not modified by the activation command. or effective deactivation of the anti-skid function performed according to the result of the relevance test or tests carried out, preferably the system is initially set to place the anti-skid function in a state activated by default.

Preferably, when the anti-skid function is set to be placed in the deactivated state by default, said system is furthermore configured to carry out validity tests of the setting of the activation status in a regular manner and according to a given frequency.

Advantageously, the relevance tests are carried out regularly at least until the anti-slip function is actually activated, preferably the system is further configured to continue the execution of the tests regularly after effective activation of the anti-skid function.

According to the invention, the system further comprises a manual control of deactivation of the antiskid function and the actuation of this command necessarily entails the effective deactivation of the antiskid function.

For example, it is further configured to control the effective activation of the anti-skid function when its deactivation has been manually controlled and a vehicle traction condition is fulfilled, the traction condition being preferably a condition. of vehicle speed, so that if the measured speed of the vehicle is greater than or equal to a predetermined value v2 then the speed condition is satisfied, more preferably v2 is greater than v1.

Optionally, it comprises a display means capable of communicating to the user the effective state of activation of the anti-skid function. The invention also relates to a vehicle comprising a traction control system as defined above. Finally, the subject of the invention is a method of managing a vehicle traction control system.

As will be understood from reading the definition that has just been given, the invention consists in a first aspect to give the possibility to the users of a vehicle to parameterize their vehicle or more precisely the control system of traction, and in particular its anti-skid function, in order to record a default deactivation setpoint of said traction control system.

This instruction is valid at all times and for example when the vehicle starts. This set of parameters is a choice made by the user. According to a second aspect, the invention consists in proposing an intelligent type of motor control system which will analyze the relevance of the deactivation instruction parameterized in advance by the user and stored in memory, and choose to obey or no to this deactivation setpoint depending on the conditions in which the vehicle is. The system according to the invention will take into account the instruction given by the user only when the analysis of the contextual situation of the vehicle confirms the relevance of said instruction. When the user sets the vehicle so that the traction control system is deactivated by default, this instruction is considered by the system as a statement of intent by the requesting user - if the conditions so require - assistance with take-off and motor skills, and not as an instruction that must be performed. The invention is remarkable in that the system will perform, in order to determine the relevance of the instruction, one or more tests to determine the probability that the vehicle to be in a situation where it is better to have driving wheel slip rather than limiting that slip. For example, such a situation is encountered in the context of a take-off aid and traction of the vehicle on slippery ground such as ice or snow. The system is then configured to, if necessary, deactivate the anti-skid function preventively and before it has been solicited by the slippage of at least one wheel. The system anticipates situations requiring deactivation of the anti-skid function. According to the invention, the user can deactivate by default the traction control system and / or the anti-skid function associated with it, so as not to have to do it manually each time the vehicle is started. In doing so, the user does not place himself in a situation of decreasing his security since the deactivation instruction he gives to said system is taken into account only when certain predefined conditions are fulfilled. Similarly, the invention is remarkable in that the traction control system and / or the anti-skid function associated with it, is reactivated automatically when at least one of said predefined conditions is no longer fulfilled, and that the deactivation instruction is no longer considered relevant by the system. According to a third aspect of the invention, a first condition to be fulfilled is a condition relating to the motricity of the vehicle and making it possible to determine whether the vehicle has taken off from its place, so that the system remains deactivated as long as there is a uncertainty about the success of the vehicle's take-off. Advantageously, the traction conditions relate to the crossing of a speed threshold by the vehicle associated with maintaining the speed of said vehicle over time. Preferably, the system is subject to the veracity of at least one condition that does not relate to the motor skills of the vehicle as such but rather to the external environment in which the vehicle evolves. Such a condition is, for example, a temperature condition that makes it possible to anticipate a situation of snow or the presence of ice. This makes the system particularly suitable for so-called cold countries and in which situations of blockage of the vehicle by the snow are frequent.

According to a fourth aspect of the invention the traction control system will disobey the registered instruction of default deactivation of said system and / or its anti-slip function when at least one of the predefined conditions is not met . In this case, the effective activation state of said system is in contradiction with said instruction given by the user. This contradiction is voluntary and is encountered when the result of the tests carried out by said system indicates to it that such disobedience to the instruction given by the user has no effect on the takeoff and traction performance of the vehicle. Finally, according to a fifth aspect of the invention, the user always has the possibility of controlling the system by firstly having the possibility of setting up his vehicle so that the system for controlling the mobility of the vehicle is activated by default as in the known systems do not offer a possibility of parameterization, and secondly while maintaining the possibility at any time to actuate a manual disabling of the system. The system is configured so that the manual override command overrides the automated activation command of said system. Other aspects and advantages of the invention will appear clearly on reading the following description given with reference to the accompanying drawing plates in which: FIG. 1 is a representation of the traction control system of a vehicle according to the invention; FIG. 2 is a representation of the diagram of the management method of a motor control system of a vehicle according to the invention. Reference will firstly be made to FIG. 1 showing a vehicle equipped with a traction control system (1) according to the invention. The system (1) comprises an electronic control unit (3) preferably integrating the ESP and ASR functions. The control unit (3) therefore integrates at least one antiskid function of at least one of the driving wheels (5) of said vehicle within the framework of the traction control system (1). The anti-slip function is implemented for example by sending instructions by the control unit (3) to the braking devices (7) associated with the drive wheels (5) on the multiplexed network on board the vehicle. vehicle. It is recalled that, if necessary, multiplexed networks are digital communication networks that allow electrical equipment or subsets of electrical equipment to communicate with each other with a reduced number of wires. The implementation of such multiplexed networks on a vehicle is known to those skilled in the art and will not be detailed further. By way of example, the invention can implement a network of CAN (acronym for: Controller Area Network) type LIN (acronym for: Local Interconnect Network) type MOST (acronym for: Media Oriented System Transport ), Flexray type, or other types of multiplexed networks. The anti-skid function can be deactivated manually in the conventional manner by the engagement of a button (11) for manual control disposed on the dashboard. The deactivation command is transmitted to the control unit (3) via the multiplex network of the electronic architecture of the vehicle. The effective deactivation of the anti-skid function generates a warning light (13) also on the instrument panel. According to the invention, the control unit (3) is also connected to a display (16) forming a human-machine interface allowing the user to parameterize the traction control system (1) and to make the choice to place the anti-skid function according to a state activated by default or deactivated by default. According to the invention, different types of displays can be implemented. For example, it is possible to use displays associated with designators (such as navigation arrows on the front of the radio or steering wheel controls) to navigate through the various setting options, select and save selected parameters. It is also possible to implement a display (16) in the form of a touch screen. Vehicle settings are made by selecting from a menu. For example, the default deactivation setting for the anti-skid function can be given by checking a box labeled "take-off and traction assistance" in the vehicle's custom setup menu. If the box is not checked then the anti-skid function is activated by default. The activation instruction as set by the user is saved and stored in memory. Preferably when the vehicle is put into service for the first time, the vehicle is delivered to the user while being set so that the anti-skid function is activated by default. The setting of the system so that the anti-skid function is deactivated by default is therefore a voluntary action and a choice of the user. Preferably, the system (1) comprises at least one speed sensor (not shown) and the control unit (3) receives from the drive wheels (5) and non-driving wheels (not shown), and by intermediate of the multiplexed network, information concerning their respective speed and / or the speed of the vehicle. More preferably, the system comprises or uses a temperature sensor (15) for measuring the temperature outside the vehicle, the measurement is transmitted to the control unit (3) by the multiplex network.

Advantageously, the temperature sensor used is already present on the vehicle and is located for example at the left mirror, but other locations are possible. The exploitation of the data obtained by means of this sensor is particularly advantageous in that by using the devices already installed on the vehicle, it makes it possible to save in terms of costs on the price of an additional temperature sensor. it does not need to reserve a specific mechanical location for said sensor and it allows to maintain a conventional electrical beam path. Optionally, and complementary or alternative way, the temperature sensor (15) may be an infrared thermometer for measuring the temperature of an object. Advantageously, this sensor (15) will be placed in the direction of the ground so as to measure the temperature of the soil, which will make reliable the estimate of the probability of presence of snow or ice on the coating. The operation of the system according to the invention and its management method will now be described more precisely with reference to the logic diagram of FIG. 2.

When the ignition is on or when the engine of the vehicle is activated, the system according to the invention is configured to perform a series of tests to determine if the anti-skid function must be activated or deactivated. To do this, the system goes in a first step (17) to check whether the anti-slip function has been deactivated by the actuation of the manual deactivation command. If this is the case, the control unit must command the deactivation of the anti-skid function, regardless of the configuration status of the system. According to the invention, the manual control takes precedence over the parameterization performed. The anti-skid function is thus in a deactivated state (19) and will be maintained there until the speed of the vehicle is measured as being greater than or equal to a prerecorded v2 value and for example equal to 50 km / h. The test (21) of the vehicle speed condition is performed regularly and at a given frequency until the set speed threshold is crossed. When the speed condition is fulfilled, that is to say when the vehicle has reached a certain speed, the system control unit automatically controls the reactivation of the anti-skid function which is placed in an activated state (23). ). If the vehicle then reduces its speed, the anti-skid function is not disabled.

When the deactivation test (17) shows that the manual control has not been triggered then the control unit will read (25) the setting parameter of the anti-skid function performed by the user to check whether said function is set to be disabled by default. If the anti-skid function is set to be activated by default then the system control unit controls the activation of the anti-skid function which is placed in an activated state (23). If the anti-skid function is set to be deactivated by default then the control system is configured so that the control unit performs at least one test (27) of relevance of the setting of the activation state performed by the control system. user.

That is, it will test whether deactivation of the anti-skid function is relevant. According to the invention the test (27) of relevance is performed by testing the veracity of at least one predefined condition and is designed so that at least one of the conditions tested is relative to the motor traction of the vehicle. Thus, if the condition (s) tested are fulfilled then the choice made during the setting according to the default deactivation state is confirmed and the antiskid function is deactivated (29), and if at least one of the conditions tested does not exist. is not filled then the choice made during the setting according to the default deactivation state is reversed and the anti-slip function is activated (23).

According to a preferred embodiment of the invention, the motricity condition tested in the context of the relevance test (27) is the vehicle speed and preferably the longitudinal vehicle speed corresponding to the measured speed of the non-driving wheels and expressed in kilometers per hour. Thus, in a speed test step (31), the control unit will test whether the measured speed is less than or equal to a predetermined value v1. If this is the case then the speed condition is fulfilled and the anti-skid function is deactivated (29). If this is not the case, it means that the vehicle has reached a speed in which it is likely that the vehicle took off well and that it is no longer relevant to maintain the anti-skid function. in a disabled state. The system therefore controls the reactivation of said function which is placed in an activated state (23). Preferably the speed test (31) is performed recurrently (33) until the condition is no longer fulfilled and the antiskid function is reactivated (29). Advantageously v1 is less than or equal to v2 and preferably v1 is 5 km / h. Preferably, and contrary to the speed test carried out in the context of a manual deactivation, if the vehicle then reduces its speed, the traction control function is again deactivated.

Preferably, the veracity of at least one other condition relating to the motricity of the vehicle is tested during the relevance test. The tested condition is a condition of maintaining the speed of the vehicle over time. Thus if during a time of a duration greater than or equal to a predetermined value d the vehicle speed is not maintained at a speed greater than or equal to v1 then the condition is met. This condition makes it possible to activate the anti-skid function only when the takeoff of the vehicle is guaranteed and not when, suddenly emerging from its place, the vehicle shows temporarily, and not significant of a real clearance, a speed greater than v1. Thus according to the invention, the reactivation of the anti-skid function is not done when the vehicle merely passes a speed threshold but when it shows a maintenance in time of said speed. The duration d is for example 5 seconds. According to a preferred embodiment of the invention, the relevance test step (27) comprises at least the test of the veracity of a condition which is not related to the motricity of the vehicle as such, preferably a meteorological condition. . Advantageously, this condition is a temperature condition outside the vehicle. Thus, in a temperature test step (35), the control unit will test whether the measured outdoor temperature is less than or equal to a predetermined value t. If this is the case then the temperature condition is met. If and only if the traction condition (s) (31) are also satisfied, then the anti-skid function is deactivated (29). According to the invention, when the veracity of several conditions is tested, all the conditions must be fulfilled in order to obtain an effective deactivation of the system. If at least one condition is not fulfilled then the system is configured to disregard the setting made by the user and set the anti-skid function to effective activation. If the temperature condition is not met, it means that the probability of the vehicle encountering ice and / or snow is low enough that it does not affect the take-off of the vehicle and that it is not relevant to set the anti-skid function to a deactivated state. The system therefore controls the activation of said function which is placed in an activated state (23). Preferably the temperature condition is satisfied when the temperature is less than or equal to 5 ° C.

According to a preferred embodiment of the invention, the setting by the user of the anti-skid function to be deactivated by default implies that the system tests the conditions of this deactivation continuously and not only when the vehicle is started. . This means that the tests will be performed from the time the vehicle is started until the function is reactivated and will continue to be performed once the anti-skid function has been reactivated. In this way, when the vehicle slows down or stops because of the presence of a red light, the anti-skid function is automatically deactivated. Thus the traction control function can be activated and deactivated several times on the same path automatically and without the user having to perform a command to that effect (except the initial command of setting). Repetition of the suitability test at regular intervals allows the system to adapt to the circumstances encountered by the vehicle at any time. Table 1 is a summary table showing in which functional state (activated or deactivated) is placed the anti-skid function according to the invention as a function of various factors, namely, the initial setting, the outside temperature, the speed, the switching on or off of the manual control.

Table 1: Setting the Speed Test Test: Command Actual status anti-temperature function manual 5 km / h of outside skating: (and <50 km / h) switched on? user function 5 ° C? ? anti-skid off YES YES OFF off OFF YES ON OFF OFF ON OFF ON OFF ON OFF OFF OFF ON OFF ON OFF ON OFF OFF NO OFF OFF ON OFF OFF ON YES ON OFF ON activated YES YES YES disabled enabled YES NO NO enabled ON YES NO YES OFF ON YES NO ON ON NO YES OFF ON NO NO OFF ON NO NO OFF The study of this table shows the predominance of manual override. in all situations. The first line of this table illustrates a new life situation for a vehicle in which its traction control system automatically disables its anti-skid function in response to outdoor temperature and vehicle speed tests. The third, fifth and seventh lines illustrate the life situations of the vehicle 14 in which the effective activation state of the anti-skid function is at odds with the deactivation instruction set by the user, because the tests relating to the External temperature conditions and vehicle speed led the system according to the invention to conclude that the given instruction was not relevant. As in known manner, the confirmation of the deactivation by manual control of the anti-skid function is communicated to the user by lighting a warning light for a prolonged period. When the traction control function activates at the time of take-off of the vehicle, this same indicator light flashes to inform the user of said activation. According to the invention, the fact that the warning light does not flash during the take-off of the vehicle is an indication to the user that the anti-skid function is deactivated. Thus the user is informed of the effective state of deactivation of the anti-skid function by consulting a light. This information enables him, in the face of a given situation, to analyze it and possibly to manually activate the deactivation of the function if he observes by the visualization of the flashing of the pilot light that the anti-skid function does not deactivate. automatically. The invention is not limited to the embodiments described above and given solely as an exemplary embodiment, but encompasses all the variants that the skilled person may consider in the context of the definition that has been given . For example, the speed v1 reactivation of the anti-slip function can be predetermined and prerecorded or can be calculated by the control unit according to various factors such as the state of wear of the tires according to information transmitted by a wear sensor of said tires.

Claims (10)

CLAIMS1- A system (1) for controlling a vehicle's motricity comprising an electronic control unit (3) incorporating at least one antiskid function of at least one driving wheel (5) of said vehicle, characterized in that it comprises means for setting the activation state of the anti-skid function enabling a user to record a set point placing the anti-skid function according to a state activated by default or a state deactivated by default, in that said system (1) is configured to, when said function is set to be in the disabled state by default, perform at least one relevance test of the activation state parameterization by testing the veracity of at least one predefined condition, and that at least one tested condition is relative to the vehicle motricity, and that said system is further configured to control the effective activation or deactivation of the anti-theft function. slip according to the result of the test (s) carried out, so that: - if the tested condition (s) are fulfilled, then the parameterization instruction according to the deactivated state by default is confirmed and the anti-slip function is deactivated, and - if at least one of the tested conditions is not fulfilled then the parameter setpoint according to the deactivated state by default is overridden and the traction control function is activated. 2- System (1) according to claim 1 characterized in that it further comprises a means for measuring the speed of a vehicle, and in that at least one tested condition relating to the motricity of the vehicle is a condition the speed of the non-driving wheels of the vehicle, preferably if the measured speed is less than or equal to a predetermined value v1 then the speed condition is fulfilled. 3- System according to claim 1 or 2 characterized in that it further comprises or uses a means (15) for measuring the temperature outside the vehicle, and that one of the conditions tested is a temperature condition outside the vehicle. vehicle, preferably if the measured temperature is less than or equal to a predetermined value t then the temperature condition is met. 4- System according to one of claims 2 to 3 characterized in that one of the conditions tested is a condition for maintaining the speed of the vehicle over time, preferably if the condition or conditions relating to the speed of the vehicle are not not fulfilled for a duration greater than or equal to a predetermined value d then the maintenance condition is fulfilled. 5- System according to one of claims 1 to 4 characterized in that the setting of the activation state of the anti-skid function according to a state activated by default or a deactivated state by default is stored in memory and n ' is not modified by the activation or deactivation of the anti-skid function performed in function of the result of the relevance test or tests carried out, preferably the system is initially set to place the anti-skid function according to a state enabled by default. 6. System according to one of claims 1 to 5 characterized in that, when the antiskid function is set to be placed in a deactivated state by default, said system is further configured to perform tests of relevance of the setting the activation status regularly and according to a given frequency. 7- System according to claim 6 characterized in that the relevance tests are performed regularly until at least the antiskid function is activated effectively, preferably the system is further configured to continue the run tests regularly after the anti-skid function has been activated. 8- System according to one of claims 1 to 7 characterized in that it further comprises a manual control (11) for deactivating the anti-slip function and in that the operation of this control (11) results in it must be the effective deactivation of the anti-skid function. 9- System according to claims 2 and 8 characterized in that it is further configured to control the effective activation of the anti-skid function when its deactivation has been manually controlled and a condition of traction of the vehicle is filled, the driving condition being preferably a vehicle speed condition, so that if the measured vehicle speed is greater than or equal to a predetermined value v2 then the speed condition is met, more preferably v2 is greater than v1 . 10- System according to one of claims 3 to 8 characterized in that the temperature sensor (15) is an infrared thermometer is oriented towards the ground so as to measure the temperature of the soil on which the vehicle is.