JP2001193517A - Acceleration slip controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an acceleration slip controller using fuel cut control capable of continuously practicing acceleration slip control even when a transmission range is fixed without entering an acceleration slip control prohibited zone where temperature of an exhaust system catalyst rises. SOLUTION: This acceleration slip controller is provided with an acceleration slip torque control means g performing the acceleration control obtaining a target torque by at least the fuel cut control when it is determined that a slip equivalent value is a slip control initiation threshold or more and an engine speed detected value is within an acceleration slip control permitted zone. It is provided with an acceleration slip rotational frequency control means h, a map setting means c setting a map dividing the acceleration slip control permitted zone into an acceleration slip torque control zone and an acceleration slip rotational frequency control zone, and a control switching means i switching an acceleration slip control method to an acceleration slip rotational frequency control set with a target engine speed not entering the acceleration slip control prohibited zone when it is determined that the engine speed detected value is in the acceleration slip rotational frequency control zone.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is applied to a vehicle,
The present invention relates to an acceleration slip control device that suppresses an acceleration slip by at least fuel cut control when an acceleration slip of a drive wheel occurs.

[0002]

2. Description of the Related Art Conventionally, as an acceleration slip control device for suppressing an acceleration slip by adopting a fuel cut or an ignition timing retardation, for example, Japanese Patent Application Laid-Open Nos.
A technique described in Japanese Patent No. 166906 is known.

When a fuel cut is performed when an acceleration slip of a drive wheel occurs, a fuel injection amount due to a time delay in a cylinder in which the fuel cut has been performed becomes a remaining fuel burn amount, and a post-burn is caused by an exothermic reaction in an exhaust system catalyst. Occurs, causing catalyst heating. Also, if the ignition timing is retarded when an acceleration slip of the drive wheels occurs, the fuel combustion remaining in each cylinder due to the ignition timing retardation occurs, and after-burning occurs due to the exothermic reaction in the exhaust system catalyst, and the heating of the catalyst occurs. Wake up.

[0004] In order to prevent this catalyst heating, the former publication discloses that the speed of the automatic transmission is shifted up to the high-speed gear side to lower the engine speed and to continuously control the fuel cut and ignition timing change. Are described.

[0005] Further, in order to prevent catalyst heating, the latter publication discloses that when the engine operating state is in an acceleration slip control prohibition region, the number of fuel cut cylinders is gradually increased and the engine torque is gradually reduced. A technology for avoiding the acceleration slip control prohibition region, which is a catalyst temperature rising region, and a technology for prohibiting driving force control itself and avoiding the acceleration slip control prohibition region, which is a catalyst temperature rising region, are described.

[0006]

However, the above-mentioned conventional technology for countermeasure of catalyst heating of the acceleration slip control device has the following problems. (1) According to the catalyst heating countermeasure by shift-up described in Japanese Patent Application Laid-Open No. 4-92729, when the automatic transmission is in a shift position where the upshift can be performed when the D range is selected, the solid line in FIG. As shown in the characteristics, while the acceleration slip control can be continued and the acceleration slip control prohibition region can be avoided, when the automatic transmission is in the first-speed fixed range or the second-speed fixed range and the shift speed is fixed, When the D range is selected and the upshift is not possible at the highest gear, as shown by the broken line characteristic in FIG. 6, the increase in the engine speed cannot be suppressed, and the vehicle enters the acceleration slip control prohibition region. There is a problem that the acceleration slip control for suppressing the drive wheel slip cannot be performed. (2) The technology of gradually increasing the number of fuel cut cylinders and the technology of prohibiting the acceleration slip control itself described in Japanese Patent Application Laid-Open No. Hei 7-166906 require that the engine speed be within an acceleration slip control prohibition region. There is a problem that it cannot be avoided and that acceleration slip control cannot be continuously performed.

The present invention has been made in view of such a problem. Even when the gear position is fixed, the acceleration of the exhaust system catalyst does not enter the acceleration slip control prohibition region where the temperature rises, and the acceleration is continued. It is an object of the present invention to provide an acceleration slip control device based on fuel cut control capable of performing slip control.

[0008]

According to the first aspect of the present invention, a slip equivalent value calculating means for calculating a drive wheel slip equivalent value based on an estimated vehicle speed and a drive wheel speed, and detecting an engine speed. An engine speed detecting means and a region where the engine speed is equal to or less than a set speed for preventing the temperature of the exhaust system catalyst from rising is set as an acceleration slip control permission region, and a region where the engine speed exceeds the set speed is an acceleration slip control prohibition region. Map setting means for setting a map, and target torque calculating means for calculating a target torque for suppressing drive wheel slip based on the calculated drive wheel slip equivalent value;
Slip determination means for determining whether or not the slip equivalent value is equal to or greater than a slip control start threshold, area determination means for determining an area on a map to which the engine speed detection value belongs, Acceleration slip torque control means for performing acceleration slip control to obtain the target torque by at least fuel cut control when it is determined that the detected engine speed is equal to or more than the start threshold value and the detected engine speed is in the acceleration slip control permission area, In the acceleration slip control device equipped with, set the target engine speed,
Acceleration slip speed control means for performing acceleration slip control while making the actual engine speed equal to the target engine speed is provided, and the map setting means is adapted to set the low engine speed side area of the acceleration slip control permission area to the acceleration slip torque. The map is set as a control area and a high engine speed side area is set as an acceleration slip rotation speed control area. If the detected engine speed is determined to be in the acceleration slip rotation speed control area, the acceleration slip is determined. A control switching means for switching a control method to an acceleration slip rotation speed control set to a target engine rotation speed that does not enter the acceleration slip control prohibition region is provided.

According to a second aspect of the present invention, in the acceleration slip control device according to the first aspect, the acceleration slip rotation speed control means is controlled based on a target torque and an engine torque map in the acceleration slip torque control. A first target drive wheel speed calculated from the obtained engine speed,
Of the second target drive wheel speeds calculated based on the target engine speed that does not enter the acceleration slip control prohibition region, the value of the select low is determined as the target drive wheel speed, and the target torque is determined based on the target drive wheel speed. Is calculated, and acceleration slip control for obtaining a target torque is performed by control including at least fuel cut control.

According to a third aspect of the present invention, in the acceleration slip control device according to the first or second aspect,
The control switching means returns from the acceleration slip rotation speed control to the acceleration slip torque control when the set rotation speed becomes lower than the engine rotation speed at which the acceleration slip rotation speed control is started after the start of the acceleration slip rotation speed control. Means.

[0011]

According to the first aspect of the present invention, the slip equivalent value calculating means calculates the drive wheel slip equivalent value based on the estimated vehicle speed and the drive wheel speed, and detects the engine speed. In the means, the engine speed is detected. Then, the target torque calculating means calculates a target torque for suppressing the drive wheel slip based on the calculated drive wheel slip equivalent value, and the slip determining means determines whether the slip equivalent value is equal to or larger than the slip control start threshold value. It is determined whether the area on the map to which the detected engine speed value belongs is an acceleration slip torque control area, an acceleration slip rotation speed control area, or an acceleration slip control prohibition area. Then, when it is determined that the slip equivalent value is equal to or larger than the slip control start threshold value and that the detected engine speed is in the acceleration slip torque control region, the acceleration slip torque control means performs at least fuel cut control.
Acceleration slip control for obtaining the calculated target torque is performed. On the other hand, when it is determined that the slip equivalent value is equal to or larger than the slip control start threshold value and the engine speed detection value is in the acceleration slip speed control region, or when the engine speed detection value is during the acceleration slip torque control. In the case where the region on the map to which the vehicle belongs belongs shifts from the acceleration slip torque control region to the acceleration slip rotation speed control region, the control switching means does not set the actual engine rotation speed in the acceleration slip control prohibition region. The control mode is switched to the acceleration slip rotation speed control using the acceleration slip rotation speed control means that suppresses the acceleration slip while matching the target engine rotation speed. Therefore, as the acceleration slip control mode including the fuel cut, in the region of the engine rotation speed that may enter the acceleration slip control prohibition region where the temperature of the exhaust catalyst rises, the acceleration slip rotation speed control is adopted instead of the acceleration slip torque control. Thus, it is possible to suppress an increase in the engine speed even if the gear position remains fixed without shifting up as in the related art. That is, during the acceleration slip control including the fuel cut, the acceleration slip control can be continuously performed without entering the acceleration slip control prohibition region even when the shift speed is fixed.

According to the second aspect of the present invention, the acceleration slip speed control means calculates the target torque in the acceleration slip torque control and the engine speed obtained based on the engine torque map. Of the first target drive wheel speed and the second target drive wheel speed calculated based on the target engine speed that does not enter the acceleration slip control prohibition region, the value of the select low is determined as the target drive wheel speed. A target torque is calculated based on the driving wheel speed, and acceleration slip control for obtaining the target torque is performed by control including at least fuel cut control. Therefore, in the acceleration slip rotation speed control, when the first target drive wheel speed is lower than the second target drive wheel speed, the acceleration slip torque control is substantially performed, and the second target drive wheel speed is reduced to the first target drive wheel speed. Only when the speed is lower than the driving wheel speed, acceleration slip speed control based on the set target engine speed is performed, so that effective slip suppression by torque control and reliable increase in engine speed by speed control are suppressed. Thus, the acceleration slip rotation speed control can be executed while satisfying both.

According to the third aspect of the present invention, in the control switching means, after the start of the acceleration slip rotation speed control, the set rotation speed lower than the engine rotation speed at which the acceleration slip rotation speed control is started. Is returned from the acceleration slip rotation speed control to the acceleration slip torque control. Therefore, since hysteresis is provided in the engine speed condition for switching between the acceleration slip rotation speed control and the acceleration slip torque control, hunting of the control mode switching can be prevented, and the acceleration slip torque control can be switched from the acceleration slip rotation speed control to the acceleration slip torque control. Since the switching engine speed is reduced, it is possible to prevent the engine speed from increasing due to switching of the target drive wheel speed.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (Embodiment 1)

Embodiment 1 is an acceleration slip control device according to the first to third aspects of the present invention.

First, the configuration will be described.

FIG. 1 is a conceptual diagram showing a main part of an acceleration slip control device according to the first embodiment, wherein a is slip equivalent value calculating means, b is engine speed detecting means, c is map setting means, and d is target drive. Wheel torque calculating means, e is slip determining means, f is area determining means, g is accelerating slip torque controlling means, h is accelerating slip rotational speed controlling means, i is control switching means. If the value is determined to be equal to or greater than the slip control start threshold value, and if the engine speed detection value is determined to be in the acceleration slip speed control range by the area determining means f, the control switching means i sets the acceleration slip control The method is switched from acceleration slip torque control to acceleration slip speed control, and acceleration slip control is prohibited while acceleration slip control is continued. Increase in the engine speed as fall region is suppressed.

FIG. 2 is an overall view of a driving force control system to which the acceleration slip control device of the first embodiment is applied, wherein 1 is a TCS controller, 2 is an engine controller, and 3 is an A / T controller.

Power from a battery 4 is supplied to the TCS controller 1 and the engine controller 2 via a relay 5.

The TCS controller 1 is an electronic control circuit for outputting control commands and control processing for achieving suppression of acceleration slip generated on driving wheels by fuel cut and ignition timing retard based on various kinds of input information. 1 includes wheel speed sensors 6, 7, 8, 9 to 4
Wheel speed signal for each wheel and system on / off switch 10
Switch signal is input from the TCS operation lamp 11
Is output.

The engine controller 2 normally performs fuel injection control or the like in accordance with the accelerator opening, and when a TCS operation command is output from the TCS controller 1, it responds to a fuel cut command signal and an ignition retard command signal. An electronic control circuit that performs fuel cut control and ignition timing retard control. The engine controller 2 receives an accelerator opening signal from a throttle sensor 12 and
An ignition timing control signal to the power transistor unit 13 and a fuel control signal to the injector 14 are output.

The controllers 1, 2, 3 exchange information with each other. The engine controller 2 sends a TCS control signal to the TCS controller 1.
Prohibition information, accelerator opening information, engine speed information, and neutral switch information are output, and a fuel cut command signal and an ignition retard command signal are output from the TCS controller 1 to the engine controller 2.
TCS prohibition information and a shift solenoid signal are output from the T controller 3 to the TCS controller 1, and a TCS operation signal is output from the TCS controller 1 to the A / T controller 3.

Next, the operation will be described.

[TCS control operation]

FIG. 3 is a diagram showing the TCS performed by the TCS controller 1.
Each step will be described below with a flowchart showing the flow of the CS control operation.

In step 100, the engine speed NE
The wheel speed signals for the four wheels are read from the accelerator opening TVO and the wheel speed sensors 6, 7, 8, and 9.

In step 101, a drive wheel slip amount is calculated from a difference between the estimated vehicle body speed based on the driven wheel speed and the drive wheel speed (slip equivalent value calculating means). It should be noted that the slip ratio or the slip ratio may be calculated and set as the slip equivalent value.

In step 102, a target torque for suppressing driving wheel slip is calculated based on the driving wheel slip amount calculated in step 101 (target torque calculating means).

In step 103, it is determined whether or not the drive wheel slip amount calculated in step 101 is equal to or greater than a slip control start threshold value (slip determining means). If it is less than the value, the process returns to step 100, and if the amount of drive wheel slip is equal to or greater than the slip control start threshold, the process proceeds to step 104.

In step 104, it is determined whether or not the operating point based on the engine speed NE and the accelerator opening TVO read in step 100 belongs to the TCS disabled area or the TCS prohibited area on the area map shown in FIG. (Area determination means), TCS unavailable area or TCS
When it is determined that it belongs to the prohibited area, the process returns to step 100, and neither belongs to the TCS impossible area nor the TCS prohibited area.
In other words, the process proceeds to step 105 when it is determined that it belongs to the TCS permission area. In the memory of the TCS controller 1, as shown in FIG. 4, the engine speed and the accelerator opening are used as parameters, and the TCS-impossible region (for example, in the region where the engine speed NE1 is 1200 rpm or less, the engine stall due to the fuel cut-off). Area for prevention) and a TCS prohibited area (for example, the engine speed NE).
4 is 3500 rpm or more, and the accelerator opening TVO
3 is a region of not less than 3/8 opening, a region for preventing temperature rise of the exhaust system catalyst due to the fuel cut, and a TCS permission region (a region between the TCS impossible region and the TCS prohibition region). A region map having a region in which acceleration slip control is permitted by the above is set.

In step 105, it is determined whether or not the operating point based on the engine speed NE and the accelerator opening TVO read in step 100 belongs to the TCS torque control area in the TCS permission area on the area map shown in FIG. When it is determined that the vehicle belongs to the TCS torque control region, the process proceeds to step 106, where the acceleration slip torque control is performed, and the vehicle does not belong to the TCS torque control region.
In other words, when it is determined that it belongs to the TCS rotation speed control region, the process proceeds to step 107, where acceleration slip rotation speed control is performed (control switching means). Here, as shown in FIG. 4, the region map is a region of the TCS permission region on the low engine speed side and the low accelerator opening side (for example, when the engine speed NE3 is 1800 rpm or less and the accelerator opening TVO2 is 3). / 16 opening degree or less) is set as the acceleration slip torque control area, and the area on the high engine rotation speed side and the high accelerator opening degree side is set as the acceleration slip rotation speed control area.

In step 106, when it is determined in step 105 that the torque belongs to the TCS torque control region, acceleration slip torque control for obtaining the target torque calculated in step 102 is performed by using both fuel cut and ignition retard (acceleration). Slip torque control means).

In step 107, when it is determined in step 105 that the driving speed belongs to the TCS rotation speed control region, the target driving wheel speed is determined by the select low among the first target driving wheel speed and the second target driving wheel speed. Here, the first target driving wheel speed is calculated from the target torque (step 102) in the acceleration slip torque control and the engine speed obtained based on the engine torque map, and the second target driving wheel speed is calculated in the acceleration slip control. It is calculated based on the target engine speed (for example, a value that does not exceed 3500 rpm at 3300 rpm) that does not fall within the prohibited range, and the value of the select low of the two target drive wheel speeds is the target drive wheel speed in the acceleration slip speed control. Is determined as Incidentally, the formula for calculating the drive wheel speed is as follows. Engine speed / transmission gear ratio / final reduction gear ratio × dynamic tire circumference = drive wheel speed

In step 108, a target torque is calculated based on the target drive wheel speed determined in step 107.

In step 109, the acceleration slip speed control for obtaining the target torque calculated in step 108 is as follows.
It is implemented by using both fuel cut and ignition retard.
Steps 107 to 109 correspond to acceleration slip rotation speed control means.

In step 110, the engine speed NE
And the accelerator opening TVO are read.

In step 111, the engine speed NE read in step 110 is equal to or less than the set speed NE2 (for example, 1700 rpm) and the accelerator opening T
VO is the set opening TVO1 (for example, 2.5 / 16 opening)
If this condition is not satisfied, the process returns to step 107, and the acceleration slip speed control is repeatedly performed. If this condition is satisfied, the process returns to step 100, and the acceleration slip speed control is changed from the acceleration slip speed control to the acceleration slip torque control. Can be switched.

[TCS Control Operation] When the vehicle is running, if a drive wheel slip occurs in an operation state included in the TCS torque control region, the flow chart of FIG. 3 shows a step 100 → step 101 → step 102 → step 1
03 → Step 104 → Step 105 → Step 10
6, the slip condition in step 103 and the region condition in step 104 and step 105 are satisfied. In step 106, the target calculated in step 102 by using both fuel cut and ignition retard. Acceleration slip torque control for obtaining torque is performed.

During the above-described acceleration slip torque control, the area on the map to which the operating point based on the engine speed NE and the accelerator opening TVO belongs differs from the TCS torque control area to the TCS torque control area.
When the engine speed has shifted to the rotation speed control region, the flow proceeds from step 105 to step 107 → step 108 → step 109. In step 109, instead of acceleration slip torque control, calculation is performed in step 108 by using both fuel cut and ignition retard. Acceleration slip rotation speed control for obtaining the set target torque is performed.

During driving of the vehicle, if a driving wheel slip occurs in an operation state included in the TCS rotation speed control region,
In the flowchart of FIG. 3, the flow proceeds to step 100 → step 101 → step 102 → step 103 → step 104 → step 105 → step 107 → step 108 → step 109, and the slip condition in step 103, the step 104 and the step When the area condition at 105 is satisfied, step 10
In step 9, the acceleration slip rotation speed control for obtaining the target torque calculated in step 108 is performed by using both the fuel cut and the ignition retard.

In the acceleration slip rotation speed control, step 1
At 07, the first target drive wheel speed calculated from the target torque in the acceleration slip torque control and the engine speed obtained based on the engine torque map, and the target engine speed not entering the TCS prohibition region are calculated. Of the second target drive wheel speeds thus determined, the value of the select low is determined as the target drive wheel speed. At step 108, the target torque is calculated based on the target drive wheel speed. With the ignition retard, the acceleration slip control for obtaining the target torque is performed.

When the acceleration slip rotation speed control is started,
In step 111, the engine speed NE is lower than the set speed NE lower than the start speed of the acceleration slip speed control.
When it is determined that the accelerator opening TVO is equal to or less than 2 and the accelerator opening TVO is equal to or less than the set opening TVO1 lower than the start opening of the acceleration slip rotation speed control, the acceleration slip rotation speed control is returned to the acceleration slip torque control. .

Next, the effects will be described.

(1) In the acceleration slip control mode using both the fuel cut and the ignition retard, in the region of the engine speed NE that may enter the TCS prohibition region where the exhaust catalyst rises, that is, in the TCS speed control region, In addition, since the acceleration slip rotation speed control is performed instead of the acceleration slip torque control, the engine rotation speed NE is maintained even if the gear position is fixed without shifting up as in the related art.
Is suppressed, and the acceleration slip control can be continuously performed. Moreover, it is possible to easily cope with the conventional control loop only by adding logic corresponding to the acceleration slip rotation speed control.

(2) In the acceleration slip rotation speed control, when the first target drive wheel speed is smaller than the second target drive wheel speed,
The acceleration slip torque control based on the set target engine speed is performed only when the acceleration slip torque control is substantially performed and the second target drive wheel speed is lower than the first target drive wheel speed. In addition, it is possible to execute the acceleration slip rotation speed control while effectively achieving both the effective slip suppression by the torque control and the reliable suppression of the engine rotation speed increase by the rotation speed control.

(3) Hysteresis is provided for the engine speed and accelerator opening condition for switching between the acceleration slip rotation speed control and the acceleration slip torque control, so that hunting of the control mode switching can be prevented, and acceleration from the acceleration slip rotation speed control is performed. Switching to slip torque control The engine speed is reduced, so that an increase in engine speed due to switching of the target drive wheel speed can be prevented.

(Other Embodiments)

Although the present invention has been described with reference to the first embodiment, the specific configuration is not limited to this.
As long as at least the configuration of the acceleration slip control device shown in FIG. 1 is provided, various changes and additions are made.
Of the invention.

For example, in the first embodiment, an example of avoiding entering the TCS prohibition region only by controlling the TCS speed is shown. However, when the conventional upshift and the TCS speed control are used together, FIG. As shown, the combined use of upshifting from first gear to second gear can increase the maximum vehicle speed.

In the first embodiment, a preferred example in which fuel cut and ignition retard are used together as acceleration slip control and hunting of engine rotation can be prevented by the combined use is shown. However, at least acceleration slip control by fuel cut is performed. If applicable, they can be applied.

In the first embodiment, an example in which the present invention is applied to an AT vehicle equipped with an automatic transmission has been described.
It can also be applied to T cars.

In the first embodiment, the road friction coefficient μ is high μ
No measures are taken against the sudden increase in engine speed due to the μ jump that suddenly changes from low to low μ, but it can be handled by adding μ estimation logic and changing the increase / decrease gain of the target drive wheel speed. .

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a main part of an acceleration slip control device according to a first embodiment.

FIG. 2 is an overall view of a driving force control system to which the acceleration slip control device according to the first embodiment is applied.

FIG. 3 is a flowchart showing a flow of a TCS control operation performed by a TCS controller of the acceleration slip control device according to the first embodiment.

FIG. 4 is a diagram showing a region map set in a memory of a TCS controller of the acceleration slip control device according to the first embodiment.

FIG. 5 is a vehicle speed-engine speed characteristic diagram when the increase in engine speed due to shift-up is suppressed to the acceleration slip control device in the first embodiment.

FIG. 6 is a vehicle speed-engine speed characteristic diagram showing that the engine speed increases to the TCS prohibition region when the shift position is fixed in the conventional acceleration slip control device.

[Explanation of symbols]

 a Slip equivalent value calculation means b Engine rotation speed detection means c Map setting means d Target drive wheel torque calculation means e Slip judgment means f Area judgment means g Acceleration slip torque control means h Acceleration slip rotation speed control means i Control switching means 1 TCS Controller 2 Engine controller 3 A / T controller

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 45/00 314 F02D 45/00 314E 314H 314M F term (Reference) 3G084 BA13 BA17 CA04 DA17 DA35 EA11 EB09 EB12 EB13 FA05 FA10 FA33 3G093 AA04 AA05 BA01 BA06 DA01 DA06 DB02 DB03 DB05 EA05 EA13 FA05 FA07 FA10 FA11 FB02 3G301 JA33 JA38 KA08 KA09 KA12 KA24 KA25 LA00 LA03 MA24 NA08 NC04 ND03 ND05 NE12 PE01Z PF01Z PF03

Claims (3)

[Claims] 1. A slip equivalent value calculating means for calculating a driving wheel slip equivalent value based on an estimated vehicle speed and a driving wheel speed; an engine speed detecting means for detecting an engine speed; Map setting means for setting a map in which an area equal to or lower than a set rotation number for preventing temperature is set as an acceleration slip control permission area and an area where the engine rotation speed exceeds the set rotation number is set as an acceleration slip control inhibition area; Target torque calculating means for calculating a target torque for suppressing drive wheel slip based on the slip equivalent value; slip determining means for determining whether the slip equivalent value is greater than or equal to a slip control start threshold; An area determining means for determining an area on the map to which the detected value belongs; a slip equivalent value equal to or more than a slip control start threshold; and When it is determined that the engine speed detection value is in the acceleration slip control permission area, at least by the fuel cut control,
An acceleration slip torque control means for performing an acceleration slip control to obtain the target torque; and an acceleration slip control device comprising: a target engine speed, a target engine speed, and an actual engine speed that match the target engine speed. An acceleration slip rotation speed control means for performing the acceleration slip rotation speed control, wherein the map setting means sets the low engine rotation speed side region as the acceleration slip torque control region in the acceleration slip control permission region and sets the high engine rotation speed side region as the acceleration slip rotation speed control. Means for setting a map as an area, when the detected engine speed is determined to be in the acceleration slip control area, the acceleration slip control method is changed to a target engine speed that does not enter the acceleration slip control inhibition area. Control switching means for switching to acceleration slip rotation speed control set to Characterized acceleration slip control device. 2. The acceleration slip control device according to claim 1, wherein the acceleration slip rotation speed control means is calculated from a target torque in the acceleration slip torque control and an engine rotation speed obtained based on an engine torque map. Of the first target drive wheel speed and the second target drive wheel speed calculated based on the target engine speed that does not enter the acceleration slip control prohibition region, the value of the select low is determined as the target drive wheel speed. An acceleration slip control device comprising: means for calculating a target torque based on a driving wheel speed and performing acceleration slip control for obtaining a target torque by at least control including fuel cut control. 3. The acceleration slip control device according to claim 1, wherein the control switching unit is set to be lower than an engine rotation speed at which the acceleration slip rotation speed control is started after the acceleration slip rotation speed control is started. An acceleration slip control device comprising means for returning from acceleration slip rotation speed control to acceleration slip torque control when the rotation speed is reached.