JP3201443B2 - Traction control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traction control device for a vehicle that executes traction control by sending a torque reduction command signal from a traction controller to an actuator drive controller.

[0002]

2. Description of the Related Art Conventionally, as a traction control device for a vehicle by a fuel cut control, for example, Japanese Patent Laid-Open Publication No.
An apparatus described in Japanese Patent Publication No. 127 is known.

This conventional source includes a traction controller (13) that outputs a torque reduction command signal based on the number of cylinder cuts when a traction control request in which the detected drive wheel speed exceeds a target drive wheel speed set by the vehicle speed. ,
An engine controller (12) for inputting a torque reduction command signal from the traction controller (13), outputting a fuel cut control command for obtaining the number of cylinder cuts based on the command signal to the injector driving means, and performing engine torque reduction control by fuel cut. ) Are disclosed.

[0004]

However, in the above-mentioned conventional apparatus, when the traction control is requested, the traction controller (13) outputs one torque reduction command signal to the engine controller (12). The fuel cut control is performed in accordance with the following formula. If noise is present on the signal line connecting the traction controller (13) and the engine controller (12) when no acceleration slip occurs, the engine controller (12) side In this case, this noise is determined as a torque reduction command signal, and an engine torque reduction operation by fuel cut may be performed. This may cause unnecessary longitudinal acceleration unintended by the driver, or reduce the vehicle behavior stability during turning. Invite the situation.

When an acceleration slip occurs, a traction controller (13) and an engine controller (12)
If noise is present on the signal line connecting the engine and the engine, the engine controller (12) will reduce the engine torque by fuel cut based on the torque reduction command signal with this noise superimposed, resulting in a large increase or decrease in the amount of torque reduction. As a result, stable traction control performance cannot be obtained, and vehicle behavior becomes unstable due to a sudden change in engine torque.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and a first object of the present invention is to provide a vehicle for executing traction control by transmitting a torque reduction command signal from a traction controller to an actuator drive controller. Traction control device prevents unnecessary torque reduction operation due to noise during traction non-control and short-circuits the signal line.
Short circuit occurs on the actuator drive controller side
Is to make a short judgment early .

A second object is to ensure stable traction control performance for suppressing acceleration slip during traction control, and to provide a short circuit when a signal line is short-circuited.
Short circuit occurs on the actuator drive controller side
The purpose is to make a short judgment early .

[0008]

[0009]

According to a first aspect of the present invention, there is provided a vehicle traction control device for detecting an acceleration slip which detects an acceleration slip, as shown in FIG. Detecting means a, a traction controller b for outputting a torque reduction command signal having predetermined torque reduction amount information at the time of a traction control request based on the detection of acceleration slip, and the traction controller b
, A torque reduction command signal is input from the controller, a control command for obtaining a torque reduction amount based on the command signal is output to the torque reduction actuator c, and an actuator drive controller d for performing torque reduction control is provided. , The traction controller b
Is the response of this command signal to the first torque reduction command signal.
And the signal based on the function output value as the second torque reduction command signal.
And command signal sending means f for continuously sending two signals, a first torque reduction command signal and a second torque reduction command signal, via one signal line e. When the torque reduction command signal having the torque reduction information is input during the traction non-control, the torque reduction control is performed according to the smaller torque reduction command of the first torque reduction command signal and the second torque reduction command signal. Traction non-controlling torque control means g
It is characterized by having.

In order to achieve the second object, a vehicle traction control device according to a second invention, as shown in the claim correspondence diagram of FIG. A traction controller b that outputs a torque reduction command signal having predetermined torque reduction amount information at the time of a traction control request based on slip detection
And an actuator drive controller d for inputting a torque reduction command signal from the traction controller b, outputting a control command for obtaining a torque reduction amount based on the command signal to the torque reduction actuator c, and performing torque reduction control. In the traction control device for a vehicle, the traction controller “b” may include a first torque.
This command signal is inverted with respect to the reduction command signal, and the function output value is
Is output as a second torque reduction command signal .
Command signal sending means f for continuously sending two signals, a torque reduction command signal and a second torque reduction command signal, via one signal line e; the actuator drive controller d controls the torque during the traction control; A traction control-in-torque control means h for performing torque reduction control in accordance with a large torque reduction command of the first torque reduction command signal and the second torque reduction command signal when the reduction command signal is input. It is characterized by the following.

[0011]

[0012]

The operation of the first invention will be described.

When the vehicle is running and the occurrence of acceleration slip is not detected by the acceleration slip detection means a,
There is no traction control request, and the command signal sending means f of the traction controller b outputs a torque reduction command signal for setting the torque reduction amount to zero to the actuator drive controller d.

While the traction is not controlled, the traction controller b and the actuator drive controller d
When the noise is generated on the signal line e connecting the actuator drive controller and the noise is recognized on the actuator drive controller d side as a torque reduction command signal having the torque reduction amount information, the noise is controlled by the torque control means g during traction non-control. When the torque reduction command signal having the torque reduction amount information is input, the first torque reduction command signal and the second torque
Torque reduction control is performed in accordance with a torque reduction command signal having a small torque reduction amount.

For example, even if the first torque reduction command signal is affected by noise and the first torque reduction command signal becomes a command for obtaining a predetermined amount of torque reduction, the second torque reduction command signal is not in traction control. Therefore, the second torque reduction command signal with zero torque reduction is selected, and the operation is performed without reducing the engine torque.

As described above, during traction non-control, at least two torque reduction command signals are used and a control law for performing torque reduction control by select low, that is, a control law based on the idea of suppressing excess torque reduction. Therefore, it is possible to prevent an unnecessary torque reduction operation from being performed due to noise during traction non-control. And
From the command signal sending means f, a first torque reduction command signal
And the reaction of this command signal to the first torque reduction command signal.
And the second torque reduction command signal based on the function output value
Since the signal is output to the tutor drive controller d side,
When the signal line e is short-circuited, the first torque reduction command signal becomes 0.
The other second torque reduction command signal becomes 1,
Actuator is driven by different signals
The controller d side detects the short
Disconnection can be made. Note that both command signals are the same
If the command signal is
Cannot make a short judgment.

The operation of the second invention will be described.

When the vehicle is running and the occurrence of the acceleration slip is detected by the acceleration slip detecting means a, the traction control is performed according to the traction control request.

During this traction control, at least two signals of the first torque reduction command signal and the second torque reduction command signal having the same torque reduction amount information from the command signal sending means f of the traction controller b are connected to one signal line. e
And the torque control means h during the traction control of the actuator drive controller d performs the torque reduction control in accordance with the larger torque reduction command of the first torque reduction command signal and the second torque reduction command signal. Done.

For example, even if noise is present on the first torque reduction command signal and the first torque reduction command signal is a command for reducing the amount of torque reduction, the second torque reduction command signal is a command based on a normal torque reduction amount. Therefore, the second torque reduction command signal having a large torque reduction amount is selected, and the operation is not affected by noise for reducing the torque reduction amount, and the engine torque reduction with little fluctuation is secured.

As described above, during the traction control, at least two torque reduction command signals are used, and the control law for performing the torque reduction control by the select high, that is, the control law based on the idea of ensuring the torque reduction is ensured. Therefore, stable traction control performance for suppressing acceleration slip during traction control can be ensured. Then, from the command signal sending means f, the first torque is low.
This command is applied to the reduction command signal and the first torque reduction command signal.
Inversion of signal, second torque reduction command signal by function output value
Are output to the actuator drive controller d side
Therefore, when the signal line e is short-circuited, the first torque reduction command signal
Becomes 0, the other second torque reduction command signal becomes 1
And the two signals become different signals,
Data drive controller d side switches
You can make a quick decision. In addition, both command signals
If they are the same, the signal will be the same even in the event of a short,
It is not possible to make a short circuit judgment only with the command signal.

[0022]

[0023]

[0024]

[0025]

[0026]

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

First, the configuration will be described. FIG. 2 is a control system diagram to which the vehicle traction control device according to the embodiment of the present invention is applied.

As the traction control system, a TCS fuel cut control system that cuts fuel when a control request is made, and a TCS that performs retard control of ignition timing when a control request is made.
A CS ignition timing control system and a TCS shift control system for performing an upshift change of a gear position at the time of a control request are mounted.

In FIG. 2, reference numeral 1 denotes a traction controller (corresponding to a traction controller b), and 2 denotes an engine controller (an actuator drive controller d).
3) A / T controller, 4 is battery, 5
Is a relay, 6 is a system ON / OFF switch, 7 is a TCS operation lamp, 8 is a throttle sensor, 9 is a steering sensor, 10 is a right front wheel speed sensor, 11 is a front left wheel speed sensor, and 12 is a right rear wheel speed. A sensor 13 is a left rear wheel speed sensor.

In the TCS fuel cut control and the TCS ignition timing control, the acceleration slip amount S calculated by the traction controller 1 is determined by the traction control threshold value S.
When a traction control request of TCS or more is issued, a torque reduction command signal is output from the traction controller 1 to the engine controller 2 via the signal line 14 (corresponding to the signal line e), and the engine controller 2 inputs the torque reduction command signal. This is performed by outputting a control command for obtaining the engine torque reduction amount based on the torque reduction command signal to the fail injector 15 and the spark plug 16 (corresponding to the torque reduction actuator c).

When the traction control demands the acceleration slip amount S calculated by the traction controller 1 to be equal to or larger than the traction control threshold value STCS, the TCS control signal is transmitted from the traction controller 1 via the signal line 17 to the A / A control signal. Output to T controller 3,
The A / T controller 3 that inputs the TCS control signal outputs the upshift command based on the gear position at that time and the TCS control signal to the shift solenoid 17.

The traction controller 4 receives a switch signal from the system ON / OFF switch 6 and a wheel speed signal from each of the wheel speed sensors 10, 11, 12, and 13.
Each signal of the throttle opening, engine speed, and neutral switch from the engine controller 2, a gear position signal from the A / T controller 3, a steering angle signal from the steering sensor 9, and the like are input. Is the TCS operation lamp 7 at the time of traction operation in addition to the torque reduction command signal and the TCS control signal.
, A lighting command is output.

The torque reduction command signal output from the traction controller 1 to the engine controller 2 is different from the first torque reduction command signal A1 by this command signal.
Is the second torque reduction command signal A2.
Was sent continuously through the first torque reduction command signal A1 one signal line 14 of two signal and the second torque reduction command signal A2.

Next, the operation will be described.

[Traction Control Operation] FIG. 3 shows the traction controller 1 (steps 30 to 33) and the engine controller 2 (steps 34 to 4).
Each step will be described below with reference to a flowchart showing the flow of the traction control operation process performed in 1).

In step 30, the slip amount S is calculated based on each wheel speed information (acceleration slip detection means a
Equivalent).

Here, the slip amount S is calculated, for example, from the difference between the average of the driving wheel speed and the average of the driven wheel speed.

In step 31, it is determined whether or not the slip amount S calculated in step 30 is equal to or greater than the traction control threshold value STCS.

Here, the traction control threshold value STCS
In this case, the control start threshold value and the control end threshold value may be set to different values.

In step 32, S ≧ STCS, and when a traction control request is made, the traction flag TCS
FLG is set to TCSFLG = 1 (during traction control), and this TCSFLG = 1 is output to the engine controller 2 and the first torque reduction using the same engine torque reduction determined according to the acceleration slip state as information. The command signal A1 and the second torque reduction command signal A2 are output to the engine controller 2 (corresponding to the command signal sending means f).

In step 33, S <STCS, and when traction control is not requested, the traction flag TC
SFLG is TCSFLG = 0 (Uncontrolled traction)
This TCSFLG = 0 is output to the engine controller 2, and the first torque reduction command signal A1 and the second torque reduction command signal A2, which are information of the engine torque reduction amount of zero, are output to the engine controller 2. (Corresponding to the command signal sending means f).

In step 34, whether or not traction is not controlled is determined by the TCSFLG. When traction is not controlled, torque reduction control is performed in steps 35 to 37 (corresponding to the traction not controlled torque control means g). During traction control, torque reduction control is performed in steps 38 to 41 (corresponding to traction control torque control means h).

[0043] In step 35, read the information included with the first torque reduction command signal A1 from the traction controller 1 to the second torque reduction command signal A2, second Torr
The torque reduction command signal A2 is again inverted to a value, and it is determined whether there is an engine torque reduction request.

In step 36, when it is determined in step 35 that there is an engine torque reduction request, it is determined whether the difference between the two engine torque reduction request values is equal to or less than a predetermined value.

In step 37, if the difference between the two required engine torque reduction values is equal to or smaller than the predetermined value, the engine torque is adjusted according to the smaller of the two required engine torque reduction values.

[0046] In step 38, read the information included with the first torque reduction command signal A1 from the traction controller 1 to the second torque reduction command signal A2, second Torr
The torque reduction command signal A2 is again inverted and the difference between the two required engine torque reduction values is calculated.

In step 39, it is determined whether the difference between the two engine torque reduction request values is equal to or greater than a predetermined value.

In step 40, if it is determined in step 39 that the difference between the two engine torque reduction request values is equal to or larger than a predetermined value, a control command for fixing (not changing) the engine torque is output.

Here, in step 40, in addition to fixing the engine torque, an upper limiter may be provided to adjust the engine torque, or a filter for defining a variation range may be provided to gradually adjust the engine torque. You may.

In step 41, if it is determined in step 39 that the difference between the two required engine torque reduction values is less than the predetermined value, the engine torque is adjusted according to the larger of the two required engine torque reduction values.

[During traction control] When the vehicle is running and there is no occurrence of an acceleration slip where traction control is not required, the flow chart of FIG. 3 shows a step 30 → step 31 → step 33 → step 34 → step 35 → The flow proceeds from step 36 to step 37, and the traction controller 1 outputs a first torque reduction command signal A1 and a second torque reduction command signal A2 having information of zero engine torque reduction to the engine controller 2. .

During the traction non-control, a noise is generated on the signal line 14 connecting the traction controller 1 and the engine controller 2, and the noise causes one of the two command signals A1 and A2 to transmit the engine torque reduction information. If the torque reduction command signal is recognized on the engine controller 2 side,
5, it is determined that there is an engine torque reduction request. In step 36, it is determined that the difference between the two engine torque reduction request values is equal to or less than a predetermined value. In step 37, the first torque reduction command signal A1 and the second torque reduction command signal A2 are determined. Among them, the torque reduction control is performed according to the command having the smaller required torque reduction value.

For example, at time t1 in FIG. 4, even if the first torque reduction command signal A1 is affected by noise and the first torque reduction command signal A1 becomes a command to obtain a predetermined amount of engine torque reduction, the second torque Since the reduction command signal A2 is a command of zero engine torque reduction because traction is not being controlled, the second torque reduction command signal A2 of zero engine torque reduction is selected, and engine torque reduction is performed. No operation.

The two torque reduction command signals A1, A
In the case where noise for obtaining the engine torque reduction amount is included in both of the two cases, the engine torque reduction amount is suppressed to a small value by selecting the smaller engine torque reduction amount.

Thus, during traction non-control, 2
The control law for performing the torque reduction control by the select low using the two torque reduction command signals A1 and A2, that is, the control law based on the idea of suppressing excess torque reduction, causes unnecessary torque due to noise during traction non-control. The reduction operation can be prevented from being performed.

Incidentally, at the time t2 in FIG. 4 in which the slip amount S is actually equal to or larger than the traction control threshold value STCS due to the occurrence of the acceleration slip, the engine controller 2 Control during traction non-control, that is, engine torque is not reduced by select low, but the vehicle behavior is more stable than select high control, in which noise is applied to signal line 14 and large torque reduction control is performed. In addition, the control during the traction non-control is performed only when the traction control is started, and the influence on the traction control is small and does not matter.

[During Traction Control] When the vehicle is running and an acceleration slip requiring traction control occurs, the flow chart shown in FIG. 3 shows steps 30 → 31 → 32 → 34.
→ Step 38 → Step 39 → Step 41 (or Step 40), and the traction controller 1 sends the engine controller 2 the first
In response to the torque reduction command signal A1, the command signal is inverted.
Two signals, a first torque reduction command signal A1 and a second torque reduction command signal A2, which are referred to as a second torque reduction command signal A2, are continuously transmitted via one signal line 14.

Then, on the engine controller 2 side,
As engine torque control during traction control, when the difference between the two engine torque reduction request values is less than a predetermined value,
In step 41, the torque reduction control is performed in accordance with the command of the first engine torque reduction command signal A1 and the second engine torque reduction command signal A2 that has a large engine torque reduction amount, and the difference between the two engine torque reduction request values is equal to or greater than a predetermined value. In the case of, control for fixing the engine torque is performed in step 40.

For example, at time t3 in FIG. 4, even if noise is present in the first torque reduction command signal A1 and the first torque reduction command signal A1 becomes a command to reduce the amount of torque reduction, the second torque reduction command signal A1 becomes the second command.
Since the torque reduction command signal A2 is a command based on a normal torque reduction amount, the second torque reduction command signal A2 having a large torque reduction amount is selected, and is not affected by noise that reduces the torque reduction amount. Thus, the operation is performed in which the engine torque is reduced with less fluctuation.

Conversely, at time t3 in FIG. 4, if noise is present in the first torque reduction command signal A1 and the first torque reduction command signal A1 gives a command to increase the torque reduction amount, the first torque reduction amount signal becomes larger. The 1-torque reduction command signal A1 is selected, but if the influence of noise is large, the process proceeds from step 39 to step 40, so that the engine torque is not affected and is not fluctuated. It is activated.

As described above, during the traction control, the control law for performing the torque reduction control by the select high using the two torque reduction command signals A1 and A2, that is, the control law based on the idea of ensuring the torque reduction reliably. Therefore, stable traction control performance for suppressing acceleration slip during traction control can be ensured.

Further, when the difference between the two engine torque reduction request values is equal to or more than a predetermined value, control for fixing the engine torque is performed. Therefore, it is possible to secure the engine torque reduction operation with the fluctuation suppressed.

[When Signal Line is Shorted] The two torque reduction command signals A1 and A2 sent from the traction controller 1 are the first torque reduction command signal A1.
In contrast, the second torque reduction command signal A2 is a signal obtained by inverting the value of the first torque command signal A1, and the two torque reduction command signals A1 and A2 are output to the engine controller 2.

Therefore, for example, when both torque command signals are the same signals A, A as shown in the upper part of FIG. 5, the same 0 signal is obtained even when the signal line is short-circuited to GND. Short judgment cannot be made.

On the other hand, the second torque reduction command signal A2
Is the inverted signal of the first torque reduction command signal A1,
As shown in the lower part of FIG. 5, when the signal line 14 is short-circuited to GND, even if the first torque reduction command signal becomes 0, the other second torque reduction command signal A2 becomes 1, and both signals A1, A
2 is a different signal, so that the engine controller 2 can make a short-circuit determination at an early stage from the occurrence of a short-circuit.

Next, the effects will be described.

(1) In a traction control device for a vehicle that executes traction control by sending a torque reduction command signal from the traction controller 1 to the engine controller 2,
Inversion of this command signal with respect to the first torque reduction command signal A1
From the first torque reduction command signal A2.
Torque reduction command signal A1 and second torque reduction command signal A2
When two torque reduction command signals A1 and A2 are transmitted in succession and the torque reduction command signal having the engine torque reduction amount information is input on the engine controller 2 side during the traction non-control, the first torque reduction command is transmitted. Since the apparatus performs the torque reduction control in accordance with the command in which the engine torque reduction amount is small among the signal A1 and the second torque reduction command signal A2, it is possible to prevent unnecessary engine torque reduction operation from being performed due to noise during traction non-control. be able to.

(2) In a vehicle traction control device for executing traction control by transmitting a torque reduction command signal from the traction controller 1 to the engine controller 2, the same engine torque reduction information is continuously transmitted from the traction controller 1. The two torque reduction command signals A1 and A2 are sent. When the engine controller 2 receives a torque reduction command signal during traction control, the first torque reduction command signal A1 is transmitted.
And the second torque reduction command signal A2 performs the torque reduction control in accordance with the command in which the engine torque reduction amount is large. Therefore, stable traction control performance for suppressing acceleration slip during traction control can be secured.

(3) During the traction control, if the difference between the two engine torque reduction request values is equal to or larger than a predetermined value, the control for fixing the engine torque is performed. Since the width is defined to this predetermined value, it is possible to secure the engine torque reduction operation with the fluctuation suppressed.

(4) Since the command signal sent from the traction controller 1 is a signal obtained by inverting the first torque reduction command signal A1 with respect to the first torque reduction command signal A1, the second torque reduction command signal A2 is used. When the GND is short-circuited, the engine controller 2 can judge the short-circuit early after the occurrence of the short-circuit.

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

For example, in the embodiment, the actuator drive controller connected to the traction controller by a signal line is an engine controller, and an example of application to TCS engine torque control has been described. However, the present invention is not limited to this. The present invention can be applied to other traction control systems as listed below.

(1) TCS shift control system having an A / T controller connected to a traction controller by a signal line (2) TCS brake control system having a brake controller connected to a traction controller by a signal line (3) Traction controller TCS throttle control system with throttle controller connected by signal line with traction controller (4) TCS differential limit control system with traction controller and differential limit controller connected by signal line

[0074]

According to the first aspect of the present invention, there is provided a vehicle traction control device for executing traction control by transmitting a torque reduction command signal from a traction controller to an actuator drive controller. Is transmitted by at least two consecutive torque reduction command signals, and when a torque reduction command signal having the torque reduction information is input to the actuator drive controller during traction non-control, the first torque reduction is performed. Since the torque reduction control is performed according to a command having a small torque reduction amount among the command signal and the second torque reduction command signal, it is possible to prevent an unnecessary torque reduction operation from being performed due to noise during non-traction control. The effect is obtained In addition, the command signal transmitting means is
1 Torque reduction command signal, inversion of this command signal, function
Outputs a signal based on the output value as the second torque reduction command signal
When the signal line is short-circuited,
As soon as the short circuit occurs on the
The effect that short judgment can be made is obtained.
You.

According to a second aspect of the present invention, there is provided a vehicle traction control device for executing traction control by transmitting a torque reduction command signal from a traction controller to an actuator drive controller.
The same torque reduction amount information is sent from the traction controller by at least two consecutive torque reduction command signals. When a torque reduction command signal is input on the actuator drive controller side during traction control, the first torque reduction command signal is transmitted. And means for performing torque reduction control in accordance with a command in which the amount of torque reduction is large among the second torque reduction command signals, so that a stable traction control performance for suppressing acceleration slip during traction control can be obtained. Can be In addition
Thus, the command signal sending means responds to the first torque reduction command signal.
Inversion of this command signal and the signal based on the function output value
Output means as a torque reduction command signal.
Actuator drive controller when line is shorted
To make a short-circuit decision early after the occurrence of a short-circuit
Is obtained.

[0076]

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims showing a traction control device for a vehicle according to the present invention.

FIG. 2 is a traction control system diagram to which the vehicle traction control device of the embodiment is applied.

FIG. 3 is a flowchart illustrating a flow of a traction control operation performed by a traction controller and an engine controller of the embodiment device.

FIG. 4 is a time chart showing a slip amount characteristic when shifting from a non-acceleration slip state to an acceleration slip state.

FIG. 5 shows a case where a first torque reduction command signal and a second torque reduction command signal in a normal state and a first torque reduction command signal and a second torque reduction command signal in a GND short circuit are the same, and an inversion relationship. FIG. 9 is a comparison signal waveform diagram in a case where the comparison is performed.

[Explanation of symbols]

 a Acceleration slip detecting means b Traction controller c Torque reduction actuator d Actuator drive controller e Signal line f Command signal sending means g Torque control means during non-traction control h Torque control means during traction control

Claims (2)

(57) [Claims] An acceleration slip detecting means for detecting an acceleration slip; a traction controller for outputting a torque reduction command signal having predetermined torque reduction amount information when a traction control is requested based on the detection of the acceleration slip; A traction controller that inputs a reduction command signal, outputs a control command for obtaining a torque reduction amount based on the command signal to a torque reduction actuator, and performs torque reduction control. Is the first torque reduction command
Inversion of this command signal with respect to signal, signal by function output value
As a second torque reduction command signal, and command signal sending means for continuously sending two signals of a first torque reduction command signal and a second torque reduction command signal via one signal line, When a torque reduction command signal having torque reduction amount information is input during traction non-control, the actuator drive controller controls the torque in accordance with the smaller torque reduction command of the first torque reduction command signal and the second torque reduction command signal. A traction control device for a vehicle, comprising a traction non-controlling torque control means for performing reduction control. 2. An acceleration slip detecting means for detecting an acceleration slip, a traction controller for outputting a torque reduction command signal having predetermined torque reduction amount information at the time of a traction control request based on the detection of the acceleration slip, and a torque from the traction controller. A traction controller that inputs a reduction command signal, outputs a control command for obtaining a torque reduction amount based on the command signal to a torque reduction actuator, and performs torque reduction control. Is the first torque reduction command
Inversion of this command signal with respect to signal, signal by function output value
As a second torque reduction command signal, and command signal sending means for continuously sending two signals of a first torque reduction command signal and a second torque reduction command signal via one signal line, When a torque reduction command signal is input during traction control, the actuator drive controller
A traction control device for a vehicle, comprising traction control torque control means for performing torque reduction control in accordance with a command having a large amount of torque reduction among a torque reduction command signal and a second torque reduction command signal.