JP2502305B2 - Vehicle control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a vehicle control device that controls an engine output and a brake according to a slip ratio when a drive wheel slips.

(Prior Art) Conventionally, as seen in, for example, Japanese Patent Application Laid-Open No. 58-16948, when a driving wheel of a vehicle slips on a road surface, throttle opening, fuel injection amount, ignition timing, etc. While controlling the engine output in the decreasing direction by the engine output control means for controlling the engine output by adjusting, the brake is operated by the brake control means, so-called traction control (adjustment of driving force of driving wheels) is performed by these. There is known a device for ensuring good running performance.

By the way, in this type of device, the control amount corresponding to the slip by each control means is set so that the driving force of the driving wheels is appropriately adjusted by the actions of both the engine output control and the brake control. When the control capability of one control unit is reduced due to a failure or the like, the other control unit sets the control amount in anticipation of cooperative control of both control units, so the traction control performance as a whole. May decrease, and the slip of the drive wheels may not be sufficiently suppressed.

(Object of the Invention) In view of the above circumstances, the present invention provides a method for reducing the traction control performance of the entire control means even when the performance of the control according to the slip by one of the engine output control means and the brake control means is reduced. It is intended to provide a control device for a vehicle capable of preventing a decrease.

(Structure of the Invention) The present invention comprises an engine output control means for controlling the engine output according to the slip ratio when the drive wheels slip,
In a vehicle that is provided with a brake control unit that controls a brake according to the slip ratio at the time of the slip, and by the engine output control unit and the brake control unit, a control that suppresses the slip at the time of the slip of the drive wheels is performed. Detecting means for detecting an abnormal state in which the performance of the control according to the slip ratio by one of the two controlling means becomes lower than that in the normal state, and the output of this detecting means, and the drive wheel slip in the normal state At times, the control degree of each of the control means is set to a larger value as the slip rate increases in accordance with the slip rate, while at the time of the drive wheel slip at the time of the abnormality, the control degree of the other control means of the two control means is set to a normal state. The correction means for correcting the value according to the slip ratio to increase is provided.

With this configuration, the deterioration of the control performance by the one control unit is compensated by the other control unit when the abnormality occurs.

(Embodiment) FIGS. 1 and 2 show a schematic structure of an apparatus according to an embodiment of the present invention. FIG. 1 shows an engine and an engine side control system, and FIG. 2 shows wheels and a brake. The control system for traction control (driving force control according to the slip ratio of a driving wheel) is schematically shown. In the illustrated embodiment, the engine output is controlled by adjusting the opening of a throttle valve (main throttle valve 10 described later). In FIG. 1, reference numeral 1 denotes an engine, and a combustion chamber 3 is formed above a piston 2 in a cylinder thereof, and an intake port 4 and an exhaust port 5 are opened in the combustion chamber 3, and these intake ports 4 and The exhaust port 5 is opened and closed by an intake valve 6 and an exhaust valve 7 at predetermined timings. The intake port 4 and the exhaust port 5 communicate with an intake passage 8 and an exhaust passage 9, respectively.

A main throttle valve 10 for adjusting the amount of intake air is provided in the intake passage 8, and a fuel injection valve 11 is provided near the intake port 4. The main throttle valve 10 is
Engine control unit using a microcomputer
It is electrically controlled by 12 via a step motor 13.

Further, as a safety device at the time of failure of the main throttle valve control system, a mechanism (not shown) is provided for stopping the energization of the step motor 13 and fully closing the main throttle valve 10 with a return spring at the time of the failure, and Throttle valve 10
A bypass passage 14 that connects the intake passage 8 on the upstream side to the intake passage 8 on the downstream side is formed.
An auxiliary throttle valve 17 connected to the accelerator pedal 15 via a cable 16 and the like, and a shutter valve 18 driven by an actuator 19 to open and close the bypass passage 14 are provided. The actuator 19 is formed of, for example, a diaphragm device, and closes the shutter valve 18 when a negative pressure is introduced into the chamber 19a, and opens the shutter valve 18 by a spring 19b when the atmosphere is introduced. There is. The chamber 19a of the actuator 19 has a passage 22 in which the negative pressure side solenoid valve 20 and the atmosphere side solenoid valve 21 are arranged.
The negative pressure in the intake passage 8 downstream of the main throttle valve 10 and the atmosphere are selectively introduced via the. The solenoid valves 20 and 21 are controlled by the engine control unit 12 so that the operation of the shutter valve 18 by the actuator 19 is controlled.

The engine control unit 12 includes an accelerator pedal 15
A signal from an accelerator sensor 23 that detects the operation amount of the main throttle opening sensor that detects the opening of the main throttle valve 10.
The signal from the shutter valve switch 25 for detecting the fully closed state of the shutter valve 18 and the signal from 24 are input, and the traction control unit 34, which will be described later, outputs a traction control enable signal 26 indicating whether or not the traction control state is present, and a traction control signal. Target throttle opening for control 27
And are entered.

In FIG. 2, 31a and 31b are left and right drive wheels driven by the engine 1 via the transmission 32, 33a and 33b are left and right driven wheels, and 34 is a traction control unit including a microcomputer and the like. Reference numeral 35 is a brake, and the brake 35 is hydraulically operated by a brake system hydraulic circuit 36. The traction control unit 34 includes drive wheel speed sensors 37a and 37b that detect the speeds of the left and right drive wheels 31a and 31b, respectively, and driven wheel speed sensors 38 that detect the speeds of the left and right driven wheels 33a and 33b, respectively.
The respective detection signals from a and 38b are input. A brake control signal is output from the traction control unit 34 to a solenoid valve (not shown) in the brake system hydraulic circuit 36, and the engine control unit
The traction control enable signal 26 and the traction control target throttle opening degree 27 are output to 12.

FIG. 3 is a functional block diagram showing means included in the engine control unit 12. The engine control unit 12 includes, as a control system for the main throttle valve 10, a basic throttle opening that calculates a basic throttle opening (basic target opening of the main throttle valve 10) according to a signal from an accelerator sensor 23. Degree calculation means 41, an opening degree selection means 42 for selecting the basic throttle opening degree or the target throttle opening degree 27 for traction control according to the traction control enable signal 26, and a target throttle opening degree obtained through these means. Based on the comparison with the actual opening detected by the main throttle opening sensor 25, the main throttle valve 10
The throttle valve control means 43 for determining the control value and the step motor drive means 44 for driving the step motor 13 according to the control value are provided.

Further, as a control system for the shutter valve 18 of the safety device, the main throttle valve control system is checked for a failure due to the difference between the target opening and the actual opening of the main throttle valve 10, and the energization of the step motor 13 is stopped and the shutter is released. A shutter valve operation determining means 45 for determining a state in which the valve 18 should be operated, and a shutter valve control means 46 and a shutter valve driving means for controlling the shutter valve 18 based on this determination and a signal from the shutter valve switch 25. 47 are provided.

Further, the engine control unit 12 has a detecting means 48 for detecting an abnormality such that the engine output control performance during traction control is deteriorated.
And the correction means 49 for receiving the output of the detection means 48 are provided, and the control degree of the engine output control and the brake control is set to be larger as the slip ratio is larger, according to the slip ratio at the time of normal drive wheel slip. On the other hand, when the drive wheels slip in the above-mentioned abnormality, the control degree of the brake control is corrected in the increasing direction with respect to the value according to the slip ratio set in the normal state.
In the present embodiment, the detection means 48 uses the shutter valve operation determination means 45 and the signal from the shutter valve switch 25 to determine whether the shutter valve 18 is operating when the main throttle valve control system is operating normally. It is designed to detect failures in the open shutter valve.

FIG. 4 shows the means included in the traction control unit 34 in a functional block diagram. The traction control unit 34 includes a wheel speed calculation means 51 for calculating the speed of each wheel based on the signals from the wheel speed sensors 37a, 37b, 38a, 38b, and a target slip ratio which is set by the wheel speed calculation means 51 and the driven wheels. Means 52 for calculating a target drive wheel speed from the speed, and means 53 for detecting a slip ratio based on the comparison between the drive wheel speed and the driven wheel speed and determining a state in which traction control control should be performed.
, Throttle system control means 54, and brake control means 55
And a brake solenoid valve drive means 56. The throttle system control means 54 calculates the target throttle opening for traction control and outputs the target throttle opening 27 and the traction control enable signal 26 to the engine control unit 12 when the traction control is to be performed. The throttle system control means 54 and the engine control unit 12 constitute an engine output control means in traction control. Further, the brake control means 55 calculates the control amount of the brake pressure when the traction control should be performed, and in this case, for calculating the brake pressure control amount according to the brake constant change signal 50 sent from the engine control unit 12. It is designed to change the constant. Then, according to the control amount calculated by the brake control means 55, the solenoid valve drive means 56 for the brake controls the solenoid valve in the brake hydraulic circuit 36.

5 to 14 are flowcharts showing specific examples of control by the engine control unit 12.

In the engine control main routine shown in FIG. 5, when it is started, an initialization subroutine RA is first performed. Then, the subroutine RB for various A / D conversion, the subroutine RC for calculating the basic throttle opening, the subroutine RD for calculating the target throttle opening, the subroutine RE for determining the shutter valve operation, the shutter valve failure determination A subroutine RF for changing the brake constant, a subroutine RG for changing the brake constant, and a subroutine RH for driving the shutter valve are sequentially executed, and these processes are repeated.

In the initialization subroutine RA, as shown in FIG.
Input / output settings for each port of control unit 12 (step SA
₁ ) and setting the initial value of each register (step SA ₂ ),
The interrupt timer for executing the interrupt routine described later is set (step SA ₃ ) in sequence.

In the subroutine RB for A / D conversion, as shown in FIG. 7, first, the value of the channel CH is set to 0 in step SB ₁ . Then, in step SB ₂ , the input value of the CH port is A / D converted, and in step SB ₃ , the channel CHs are added one by one. In step SB ₄ , when the channel CH is 1, the accelerator pedal operation amount ACP is When the channel CH is 2, the actual throttle opening THR based on the output of the main throttle opening sensor 25 is stored, and when the channel CH is 3, the target throttle opening TTH for traction control is stored as A / D converted values. To do. Then Step SB ₅ by repeating the processes from step SB ₂ to Step SB ₅ to channel CH is determined that becomes 3, and return if the channel CH is the 3 moves to the next subroutine.

In the subroutine RC for calculating the basic throttle opening, as shown in FIG. 8, the accelerator pedal operation amount ACP is read in step SC ₁ and the basic throttle opening is calculated in step SC _2.
Calculate THOB. In this case, the characteristic of the basic throttle opening THOB corresponding to the accelerator operation amount ACP as shown in the figure is stored in advance in the control unit 12, and based on this, the basic throttle opening degree corresponding to the accelerator operation amount at that time is stored.
THOB is calculated.

In the subroutine RD for calculating the target throttle opening, as shown in FIG. 9, steps SD ₁ and SD ₁ traction control enable signal 26 and a fail flag FF described later.
Is read, and it is checked in step SD ₃ according to the signal 26 whether or not the traction control is being performed. If the judgment result is YES, further in step SD ₄ , whether the fail flag FF is 0 (shutter valve 18 is normal) or not is judged. Find out. Then, if one of these judgment results is NO, the basic throttle THOB the target throttle opening THOJ in step SD _5,
If the above determination result is both YES, the target throttle opening degree THOJ the opening TTH for traction control at step SD ₆
And

In the subroutine RE for determining the shutter valve operation, as shown in FIG. 10, the target throttle opening THOJ and the actual throttle opening THR are input in steps SE ₁ and SE ₂ , and the target throttle opening THOJ is input in step SE _3. Of the main throttle valve control system by determining the absolute value ΔTH of the difference between the actual throttle opening THR and the actual throttle opening THR, and checking in step SE ₄ whether this value ΔTH is greater than the set value that is the criterion for failure determination. To judge. If the result of this determination is NO, the shutter valve control flag SVF is set to 0 (step S
E _5), when YES, the the flag SVF and 1 (with Step SE _6), stops the energization to the stepping motor 13 so as to close the main throttle valve 10 (step S
E ₇ ).

In the subroutine RF for detecting the shutter valve failure, as shown in FIG. 11, the signal of the shutter valve switch 25 and the shutter valve control flag SVF are input in steps SF ₁ and SF ₂ , and the flag SVF is set to 0 in step SF _3.
Whether or not it is determined, and if the determination result is NO, the process directly returns. If the determination result in step SF ₃ is YES, the main throttle valve 10 is operating normally and the shutter valve 18
Should be closed, it is checked in step SF ₄ whether the shutter valve switch 25 is OFF (shutter valve 18 is open) to check whether the shutter valve 18 is out of order, and the determination result is YES. Fail flag FF
Is set to 1 (step SF ₅ ), and if NO is set, the fail flag FF is set to 0 (step SF ₆ ).

In the subroutine RG for changing the brake constant, as shown in FIG. 12, the fail flag FF is input and it is checked whether or not this is 1 (steps SG ₁ and SG ₂ ), and the judgment result is N.
When it is O, the brake constant change signal is set to Low (step SG
_3), the if the result of the determination is YES and High brake constant changing signal (step SG _4).

In the subroutine RH for driving the shutter valve, as shown in FIG. 13, in step SH ₁ , the shutter valve switch 2
The signal from 5 is input, and it is checked in step SH ₂ whether the shutter valve 18 is closed or open according to the signal.
If the shutter valve control flag SVF is 0 when the shutter valve 18 is closed, the routine directly returns. However, if the flag SVF is 1 (when the main throttle system fails), the actuator of the shutter valve 18 open the atmospheric side solenoid valve 21 of the passage by closing the suction solenoid valve 20 against 19 and opening operation of the shutter valve 18 (step SH ₃ ~SH _5). Further, when the shutter valve 18 is open, if the flag SVF is 1, the routine directly returns, but if the flag SVF is 0, the atmosphere side solenoid valve 21 is closed and the negative pressure side solenoid valve 20 is opened. The shutter valve 18 is closed by opening it (steps SH ₆ ~ S
H _8).

The interrupt routine IR shown in FIG. 14 is for driving the main throttle valve, and is orbited every 1 ms. In this routine, the target throttle opening THOJ and the actual throttle opening THR are input in steps SI ₁ and SI ₂ , respectively, and the actual throttle opening THR is set to a value THRM corresponding to the step of the step motor 13 in step SI _3. Convert. Then, based on the comparison between the above-mentioned value THRM and the target throttle opening THOJ in steps SI ₄ and SI ₅ , if the above-mentioned value THRM is equal to the target throttle opening THOJ, return as it is, and if it is larger than the target throttle opening THOJ, Throttle valve 10 operates one step in the closing direction (step SI ₆ ), and if smaller, operates throttle valve 10 in the opening direction by one step (step
SI ₇ ).

Further, FIGS. 15 to 17 show a traction control unit.
A specific example of the traction control performed by 34 is shown in a flowchart.

In the main routine of the traction control shown in FIG. 15, when it starts, the inside of the unit is first initialized in step S ₁ , and then a predetermined time (eg, 14 ms) in step S _2.
By repeating the process of waiting for the passage of time and then executing step S ₃ and subsequent steps, the processing of step S ₃ and subsequent steps is performed at predetermined time intervals.

In step S ₃ calculates the wheel speeds, i.e., the drive wheel speed sensors 37a, 37b and the driven wheel speed sensors 38a, based on signals from 38b, calculates the respective drive wheel speed and the driven wheel speed at that time Then, the moving average of each predetermined number of times is calculated, and each moving average value is set as the left and right driving wheel speeds WSDR, WSDL and the left and right driven wheel speeds WSTR, WSTL, and the left and right driven wheel speeds WSTR,
Calculate the average speed WSTA of WSTL. Then in step S ₄ ,
The target slip ratio Set for throttle control and the target slip ratio Sbt for brake control are set to predetermined values suitable for traction control.

Next, as processing for slip detection, the right drive wheel slip flag FSLR is set to 1 or 0 depending on whether the right drive wheel speed WSDR is greater than 1.25 times the driven wheel average speed WSTA.
And then (Step S ₅ ~S _7), also the left drive wheel speed WSDL is a left driving wheel slip flag FSLL a 1 or 0 depending on whether greater than 1.25 times the driven wheel average speed WSTA (step S ₈ ~ S ₁₀ ). Furthermore, after inputting the basic throttle opening THOB in step S ₁₁ , for traction control judgment,
In Step S ₁₂ examines if the basic throttle angle THOB is 0 or, whether basic throttle THOB in step S ₁₃ when the determination result is NO is smaller than the target throttle opening degree TTH for traction control Find out. The step when the result of the determination in S ₁₂ is YES, the step after the traction control enable signal to Low in step S ₁₅ as to initialize the brake in step S ₁₄ S
Returning to _2, the determination in step S ₁₃ is through the above steps S ₁₅ If YES the flow returns to step S _2.

Step S _12, the subroutine RJ for determination results are both throttle opening computing traction control if NO in S _13, the subroutine RK for each brake control the right and left successively Ji executes the RL, further In step S ₁₆ , the traction control target throttle opening TTH is output to the engine control unit 12 and the traction control enable signal is set to High, and then the process returns to step S ₂ .

In the subroutine RJ for calculating the target throttle opening for traction control, step SJ
_The actual drive wheel speed WD is selected in 1.For example, if either the left or right drive wheel is brake-controlled, the low rotation side drive wheel speed is set as the actual drive wheel speed WD, otherwise the high rotation side drive wheel is selected. The speed is the actual drive wheel speed WD. Next, in step SJ ₂ , the average driven wheel speed WSTA is set to the driven wheel speed WL. And step SJ ₃
Then, the previous target throttle opening TTHn for traction control
_-1, and the actual drive wheel speeds WDn, WDn _-1 ,
WDn _-2 , the current and previous driven wheel speeds WLn, WLn _-1 , the target slip ratio Set, the integration constant Ki, the proportional constants Kp, Fp and the differential constant Fd, and the target throttle opening for traction control this time. TTHn = TTHn = TTHn- ₁ + Ki * {WLn / (1-Set) -WDn} + Kp * {(WLn-WLn- ₁ ) / (1-Set) -WDn + WDn- ₁ } -Fp * (WDn-WDn- ₁ ) -Fd x (WDn-2 x WDn _-1 + WDn _-2 ).

In the subroutine RK for brake control on the right side, as shown in FIG. 17, the port input of the brake constant change signal is checked in steps SK ₁ and SK ₂ . And this port input
If it is Low, the constants Kib, Fp for the brake pressure calculation described later
b, as Fdb, preset value Ki, Fp, with directly used Fd, sets a limit value of the brake pressure to 70% (Step SK _3, SK _4). On the other hand, when the port input becomes High, each constant is made larger than the preset value Ki, Fp, Fd by a predetermined amount (for example, 1.25 times, 1.50 times, 1.10 times, respectively) and the limit value of the brake pressure is increased. Is set to 90% (steps SK ₅ and SK ₆ ).

Next, in step SK ₇ , right drive wheel slip flag FSLR
The examined, if the flag FSLR is 0 returns after depressurizing the brake pressure at step SK _8.

When the flag FSLR is 1 (when the slip detection) at step SK _9, sets the driven wheel speed WL. In step SK _10, the previous brake control pressure BRn _-1, and the current driven wheel speed WLn, this previous and the actual driving wheel speed W before last
Dn, WDn _-1 , WDn _-2 , target slip ratio Sbt, and integration constant Ki
From b, the proportional constant Fpb and the differential constant Fdb, the current brake control pressure BRn is BRn = BRn- ₁ + Kib * {WLn / (1-Sbt) -WDn} -Fpb * (WDn-WDn- ₁ ) -Fdb * Calculate as (WDn-2 × WDn _-1 + WDn _-2 ).

Then, it is checked whether or not the brake control pressure BRn is larger than 0 (step SK ₁₁ ), and if it is larger than 0, the brake control pressure BRn (however, if this is larger than the brake pressure limit value) is set to a duty value. By converting and increasing the brake pressure by controlling the duty ratio of the pressure increasing solenoid valve of the brake hydraulic circuit (steps SK ₁₂ and SK ₁₃ ), if the brake control pressure BRn is less than 0, the brake control pressure BRn ( However, if the absolute value is larger than the brake pressure limit value, the brake pressure limit value is duty converted and the brake pressure is reduced by controlling the duty ratio of the pressure reducing solenoid valve of the brake hydraulic circuit (steps SK ₁₄ , SK ₁₅ ).

In addition, a subroutine RL for brake control on the left side
Also performs processing according to the above subroutine RK.

According to the above control device, when the control system of the main throttle valve 10 and the control system of the shutter valve 18 are normal,
With the shutter valve 18 of the bypass passage 14 closed,
By the process of setting the target throttle opening THOJ in the above subroutine RD and the process of the interrupt routine IR, the opening of the main throttle valve 10 is controlled to become the target throttle opening THOJ, and the main throttle valve The required amount of intake air is supplied to the engine through 10. In this case, when the drive wheels of the vehicle are slipping to some extent or more, the traction control target throttle opening TTH obtained by the subroutine RJ in the traction control unit 34 is set to the target throttle opening THOJ, so that the target throttle opening THOJ is appropriately adjusted. The throttle opening is controlled so that the engine output is suppressed and the brake is appropriately controlled by the processing in the subroutine RK. By the control of the engine output and the brake control, the driving force of the driving wheels is appropriately regulated to prevent the slip.

Further, when the control system of the main throttle valve 10 fails, the main throttle valve 10 is closed in the bypass passage 14 by the processing in the subroutine RE for determining the shutter valve operation and the subroutine RH for driving the shutter valve. The shutter valve 18 is opened and the intake air is supplied to the engine through the bypass passage 14 having the shutter valve 18 and the sub-throttle valve 17 in an amount sufficient to ensure traveling performance.

By the way, when the shutter valve 18 is opened due to a failure even though the control system of the main throttle valve 10 is normal, when the drive wheel slips, the main throttle valve 10 is the target for traction control. Even if the throttle opening TTH is controlled, since the intake air is additionally supplied from the bypass passage 14, the effect of suppressing the engine output according to the slip of the drive wheels is reduced. In this case, a signal for changing the brake constant is output by the processing in the subroutine RG based on the detection of the shutter valve failure in the subroutine RF, and the brake control is performed in the processing by the subroutine RK in the traction control unit 34 in response to this signal. The brake constant used to calculate the pressure is increased. As a result, while the brake control is performed according to the slip ratio, the degree of control is greater than in the normal state, and the braking action by the brake for traction control is provided so as to compensate for the decrease in the traction control performance of the engine output. It will be raised.

In the above embodiment, the engine output is controlled by adjusting the opening of the main throttle valve 10, and in the structure including the shutter valve 18 that opens the bypass passage 14 when the main throttle valve 10 fails, the shutter valve 18 fails. Although the control degree by the brake control means 55 is increased when the traction control performance of the engine output is reduced by the above, the present invention is not limited to this embodiment, and for example, the opening degree of the main throttle valve during traction control is normal. The brake control degree may be increased in the event of an abnormality that is greater than time. Further, the control of the engine output for traction control may be performed by the fuel injection amount, the ignition timing, etc., and the brake control amount may be increased when the traction control performance is deteriorated by these. Alternatively, the control amount of the engine output may be changed when the traction control performance of the brake control means is lowered.

(Effects of the Invention) As described above, the present invention is a device for performing traction control so as to suppress slip by the engine output control means and the brake control means when the drive wheels slip, and in the traction control, among the above control means, When an abnormality occurs such that the control performance is deteriorated by one of the control means, the correction means for correcting the control degree of the other control means in the increasing direction with respect to the value according to the slip ratio set at the normal time is provided. Even in the case of the above abnormality, it is possible to prevent the traction control performance from deteriorating and ensure a good traveling state.

[Brief description of drawings]

FIG. 1 is a schematic view showing a structure on the engine side and an engine control system of a device according to an embodiment of the present invention, FIG. 2 is a schematic view showing a structure on a drive wheel and brake side and a traction control system, and FIG. FIG. 4 is a functional block diagram showing each means included in the engine control unit, FIG. 4 is a functional block diagram showing the means included in the traction control unit, and FIGS. 5 to 14 are flowcharts of control by the engine control unit.
15 to 17 are flowcharts of control by the traction control unit. 1 ... Engine, 8 ... Intake passage, 10 ... Main throttle valve, 12 ... Engine control unit, 14 ... Bypass passage, 31a, 31b ... Drive wheels, 34 ... Traction control unit, 35 ... Brake , 48 ... Abnormality detecting means, 49 ... Correction means, 54 ... Throttle system control means, 55 ... Brake control means.

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location F02D 45/00 345 F02D 45/00 345G

Claims (1)

(57) [Claims] 1. An engine output control means for controlling an engine output according to a slip ratio when a drive wheel slips,
In a vehicle that is provided with a brake control unit that controls a brake according to the slip ratio when the vehicle slips, and by the engine output control unit and the brake control unit that performs control to suppress the slip when the drive wheels slip, Detecting means for detecting an abnormal state in which the performance of the control according to the slip ratio by one of the two controlling means becomes lower than that in the normal state, and the output of this detecting means, and the drive wheel slip in the normal state At times, the control degree of each of the control means is set to a larger value as the slip rate increases in accordance with the slip rate, while at the time of the drive wheel slip during the abnormality, the control degree of the other control means of the two control means is set to the normal state. Of the vehicle according to the first aspect of the present invention is provided with a correction unit that corrects the value according to the slip ratio to be increased. Control device.