JP3844652B2 - Vehicle drive wheel slip control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive wheel slip control device for a vehicle that controls the torque of a drive wheel so as to suppress excessive slip that occurs during acceleration of the vehicle.
[0002]
[Prior art]
To prevent the drive wheels from slipping excessively when the vehicle is accelerating or decelerating, the drive torque of the drive wheels is reduced when the parameter indicating the slip ratio or slip ratio of the drive wheels exceeds a predetermined threshold. Further, a driving wheel slip control device for controlling the driving wheel torque so that the driving wheel speed coincides with a target value set according to the vehicle body speed is well known.
[0003]
In Japanese Patent Laid-Open No. 8-177543, the target value of the driving wheel speed is corrected according to the acceleration of the vehicle and the grip force of the wheel (a parameter indicating the friction coefficient of the road surface), and the target suitable for the vehicle running state is disclosed. A driving wheel slip control device in which values are set is shown.
[0004]
[Problems to be solved by the invention]
However, with conventional devices, when sudden acceleration or shift up of the transmission is performed, the amount of decrease in the drive wheel torque may become excessive, so-called over-controlled state may occur. In some cases, the wheel torque was insufficient.
[0005]
The present invention has been made paying attention to this point, and provides a drive wheel slip control device capable of suppressing excessive control during sudden acceleration or upshifting while using the frictional force of the tire as much as possible. The purpose is to do.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the invention described in claim 1 includes a driving wheel speed calculating unit that calculates a driving wheel speed (VWN) of a vehicle, a vehicle body speed calculating unit that calculates a vehicle body speed (VVN) of the vehicle, Reference value calculation means for calculating reference values (VRH, VRL, VR2L, VR2M, VR2H) for determining the slip state of the drive wheels of the vehicle based on the vehicle body speed (VVN), and the vehicle body speed (VVN) Target value calculation means for calculating a target value (VRP, VRPD) of the driving wheel speed (VWN) based on the driving wheel speed (VWN) and the driving wheel based on the reference value (VRH, VRL, etc.) Slip state determining means for determining the slip state of the vehicle, and when the slip state determining means determines that the drive wheel is in a predetermined slip state, the drive wheel speed (VWN) is In a vehicle drive wheel slip control device comprising drive wheel torque control means for controlling drive wheel torque so as to match the target values (VRP, VRPD), the gear position (GEARP) of the vehicle transmission is determined. Gear position determining means, a friction coefficient parameter calculating means for calculating a friction coefficient parameter (TGMU) indicating a friction coefficient of a road surface on which the vehicle is traveling, and the gear position (GEARP) on the higher speed side, And a correction unit that performs correction to increase the reference value (VRH, VRL, etc.) and the target value (VRP) as the friction coefficient parameter (TGMU) increases .
[0007]
According to this configuration, the reference value used for determining the slip state of the drive wheel and the target value of the drive wheel speed in the drive wheel slip control are corrected according to the gear position of the transmission and the friction coefficient parameter . That is, the gear position is indeed a high-speed side, and as the friction coefficient parameter is increased, the correction of increasing the reference value及beauty targets value dividing line, suppress excessive control during rapid acceleration or upshift, The grip force of the wheel can be used as much as possible.
[0008]
According to a second aspect of the present invention, in the drive wheel slip control device for a vehicle according to the first aspect, the correction means is more effective when the vehicle is traveling straight than when the vehicle is traveling straight. and performing correction to increase the reference value及beauty targets values.
[0009]
According to this arrangement, when the vehicle is running straight, than when they are turning, since the correction is to increase the reference value及beauty targets value during cornering stability of the vehicle Thus, over-control can be suppressed during straight traveling.
[0010]
According to a third aspect of the present invention, in the driving wheel slip control device for a vehicle according to the first or second aspect, a standard for calculating a standard yaw rate (RD) according to a turning angle (DEGSTC) of a steering wheel of the vehicle. A yaw rate calculating means; and an actual yaw rate calculating means for calculating an actual yaw rate (CRL) of the vehicle. The correction means reduces the absolute value of the deviation between the reference yaw rate (RD) and the actual yaw rate (CRL). , and performs a correction to increase the reference value及beauty targets values.
[0011]
According to this configuration, as the absolute value of the standard yaw rate and the actual yaw rate deviation is small, the correction to increase the reference value及beauty goals value is performed, for example, the absolute value of the standard yaw rate and the actual yaw rate deviation There in the understeer state increases, the reference value及beauty targets value becomes a relatively small value, it is possible to ensure the stability of the vehicle.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a main part of a vehicle provided with a drive wheel slip control device according to an embodiment of the present invention. The vehicle 1 is a front-wheel drive vehicle, and includes an engine 2 as a prime mover, a transmission 3, a pair of left and right drive wheels 7FL and 7FR driven by the engine 2, a pair of left and right driven wheels 7RL and 7RR, and a steering wheel. 6 is provided.
[0013]
Driving wheels 7FL and 7FR are respectively provided with driving wheel speed sensors 9FL and 9FR as driving wheel speed detecting means, and driven wheels 7RL and 7RR are respectively provided with driven wheel speed sensors 9RL and 9RR as driven driving wheel speed detecting means. Is provided. The output torque of the engine 2 is transmitted to the drive wheels 7FL and 7FR via the transmission 3.
[0014]
The engine 2 is provided with an engine speed sensor 11 as a rotational speed detecting means for detecting an engine speed (rotational speed) NE. The steering wheel 6 is provided with a steering angle sensor 12 for detecting the steering angle DEGSTC, and lateral acceleration (acceleration in a direction perpendicular to the vehicle traveling direction) LG is detected at an appropriate position of the vehicle body as lateral acceleration detection means. A lateral acceleration sensor 13 is provided.
[0015]
A throttle valve 4 that is driven to open and close by a pulse motor 5 is provided in the intake passage of the engine 2.
Driving wheel speed sensors 7FL and 7FR, driven wheel speed sensors 7RL and 7RR, engine speed sensor 11, rudder angle sensor 12 and lateral acceleration sensor 13 are an electronic control unit (hereinafter referred to as “ECU”) 8 for driving wheel slip control. The output signals of these sensors are supplied to the ECU 8. A shift command signal indicating the gear position GEARP of the transmission is supplied from the shift control electronic control unit 10 that controls the transmission 3 to the ECU 8.
[0016]
The ECU 8 forms an input signal waveform from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, a central processing circuit (hereinafter referred to as “CPU”). A memory for storing various calculation programs executed by the CPU and calculation results, and an output circuit for supplying a drive signal to the pulse motor 5.
[0017]
The ECU 8 determines the slip state of the drive wheels 7FL and 7FR based on the detection signals of various sensors and the gear position command signal of the transmission 3 as will be described in detail below. Then, by reducing or increasing the output torque of the engine 2, the drive torque of the drive wheels is reduced or increased, and drive wheel slip control is performed to suppress excessive slip. That is, when performing a rapid acceleration operation of the vehicle, an acceleration slip in which the drive wheel speed exceeds the vehicle body speed is generated, and therefore, the acceleration slip control is performed by reducing the drive torque of the drive wheel and suppressing excessive slip. . On the other hand, when the transmission is shifted down when the vehicle is driven at a relatively high speed, the engine brake is applied, so that a deceleration slip is generated in which the drive wheel speed is lower than the vehicle body speed. In this case, deceleration slip control that suppresses excessive slip is executed by increasing the drive torque of the drive wheels. In the acceleration slip control, the driving wheel torque is reduced at the beginning of the control, but thereafter, feedback control for increasing or decreasing the driving wheel torque is executed so that the driving wheel speed matches the target value. In the deceleration slip control, the driving wheel torque is increased at the beginning of the control, but thereafter, feedback control for increasing or decreasing the driving wheel torque is executed so that the driving wheel speed matches the target value.
[0018]
FIG. 2 is a functional block diagram showing the configuration of the drive wheel slip control device of the present embodiment, and the function of each block shown in this figure is realized by arithmetic processing executed by the CPU of the ECU 8.
The drive wheel speed calculation unit 31 calculates the drive wheel speed VWN as an average value of the output signals VWDL and VWDR of the left and right drive wheel speed sensors 7FL and 7FR. The vehicle body speed calculation unit 32 calculates the vehicle body speed VVN as an average value of the output signals VWNL and VWNR of the left and right driven wheel speed sensors 7RL and 7RR.
[0019]
The normative yaw rate calculation unit 35 applies the yaw rate gain GVEX set according to the turning angle DEGSTC and the vehicle body speed VVN to the following equation to calculate the basic yaw rate WR. The standard yaw rate RD is calculated by adding a phase delay corresponding to the vehicle body speed VVN to the basic yaw rate WR.
WR = DEGSTC × GVEX
[0020]
The actual yaw rate calculation unit 38 calculates the actual yaw rate CRL by applying the left and right driven wheel speeds VWNL and VWNR to the following equation. The actual yaw rate may be detected by providing a yaw rate sensor.
CRL = (VWNL−VWNR) × YAWBL
[0021]
Here, YAWBL is a yaw rate conversion coefficient proportional to the reciprocal of the tread of the vehicle.
The reference value calculation unit 36 calculates various reference values used to perform slip control of the drive wheels 7FL and 7FR according to the vehicle body speed VVN. That is, as shown in FIG. 3, the acceleration slip control start reference value VRH, the acceleration slip control end reference value VRL, the ignition timing retard start end reference value VR2L, and the partial cylinder fuel cut start end reference value VR2M according to the vehicle body speed VVN. The all-cylinder fuel cut start / end reference value VR2H and the deceleration slip control start / end reference value VR1D are calculated by the following equations.
VRH = K1H × VVN + C1H + VRCP (1)
VRL = K1L × VVN + C1L + VRCP (2)
VR2L = K2L × VVN + C2L + VRCL (3)
VR2M = K2M × VVN + C2M + VRCM (4)
VR2H = K2H × VVN + C2H + VRCH (5)
VR1D = K1D × VVN + C1D (6)
[0022]
Here, K1H, K1L, K2L, K2M, and K2H are predetermined coefficient values, and C1H, C1L, C2L, C2M, and C2H are predetermined addition values. VRCP, VRCL, VRCM, and VRCH are correction amounts calculated by the correction unit 45 described later. However, a predetermined lower limit value is set for each of the reference values, and when the values calculated by the above formulas (1) to (6) are lower than the corresponding predetermined lower limit values, The corresponding predetermined lower limit value is set.
[0023]
As shown in FIG. 3, the reference values calculated by the above formulas (1) to (6) are set so as to satisfy the relationship VR1D <VVN <VRL <VRH <VR2L <VR2M <VR2H.
When the driving wheel speed VWN exceeds the acceleration slip control start reference value VRH (time t1), the acceleration slip control is started, and the acceleration slip control end reference value VRL is equal to the acceleration slip control start reference value VRH at time t1, Thereafter, it is gradually decreased as time elapses until time t2 (the VRL value calculated by equation (2) is a value after time t2). Further, when the drive wheel speed VWN falls below the acceleration slip control end reference value VRL, the acceleration slip control is ended.
[0024]
Further, when the drive wheel speed VWN exceeds the ignition timing retard start end reference value VR2L, the reduction of the drive wheel torque due to the ignition timing retard starts, and when the drive wheel speed VWN falls below the ignition timing retard start end reference value VR2L, the ignition timing retard ends. Is done. When the drive wheel speed VWN exceeds the partial cylinder fuel cut start / end reference value VR2M, a fuel cut of a part of the cylinder (for example, a fuel cut of three cylinders in a six-cylinder engine) is started, and a part of the cylinder fuel cut starts. When it is below the end reference value VR2M, the partial cylinder fuel cut is ended. Further, when the drive wheel speed VWN exceeds the all-cylinder fuel cut start / end reference value VR2H, the fuel cut of all cylinders is started.
[0025]
The target value calculation means 39 calculates the target value of the driving wheel speed VWN, that is, the acceleration slip control target value VRP and the deceleration slip control target value VRPD according to the vehicle body speed VVN by the following formula.
VRP = KP × VVN + CP + VRCP (7)
VRPD = KPD × VVN + CPD (8)
Here, KP and KPD are predetermined coefficient values, and CP and CPD are predetermined addition values. VRCP is the same correction amount as that applied to the equations (1) and (2).
[0026]
As shown in FIG. 3, the target values calculated by the equations (7) and (8) are set so as to satisfy the relationship VRH <VRP <VR2L and the relationship VRPD <VR1D.
During the slip control, the drive wheel torque is controlled so that the drive wheel speed VWN matches the target value VRP or VRPD.
[0027]
The longitudinal acceleration calculation unit 37 applies the current value VVN (n) and the previous value (a value before one sample period) VVN (n−1) of the vehicle body speed to the following formula, and the longitudinal acceleration (acceleration in the vehicle traveling direction). FG is calculated. The longitudinal acceleration FG may be detected by a longitudinal acceleration sensor.
FG = (VVN (n) −VVN (n−1)) × KFG
[0028]
Here, KFG is a longitudinal acceleration conversion coefficient (a constant value).
The road surface mu calculation unit 40 calculates the total grip force TG by applying the longitudinal acceleration FG and the lateral acceleration LG to the following formula, and sets the maximum value of the total grip force TG in the drive wheel slip state as a parameter indicating the road surface friction coefficient. Is the road surface mu parameter TGMU.
TG = (FG ² + LG ² ) ^1/2
[0029]
The shift determination unit 33 determines changes in the gear position (shift down, shift up, and kick down) of the transmission 3 based on the gear position GEARP.
The pseudo drive wheel speed calculation unit 34 is defined to have a gear ratio GIAHA corresponding to the engine speed NE and the gear position GEARP (which is defined to become smaller as the gear position GEARP becomes higher, that is, i speed (i = 1 to 5). ) Where GIAHA (i) is GIAHA (i), GIAHA (i)> GIAHA (i + 1) is applied to the following formula to calculate the pseudo drive wheel speed VWNE.
VWNE = KSD × NE / GIAHA
[0030]
Here, KSD is a conversion coefficient for converting the engine speed NE to the drive wheel speed.
The first timer 43 counts the time from when the gear shift command is issued until the gear shift is actually completed, and the second timer 44 determines the time from when the gear shift command is issued until the gear shift is actually started. Keep time. The count time SDETM of the first timer 43 is set longer as the lateral acceleration LG detected by the lateral acceleration sensor 13 increases. Further, the count time SDTM of the second timer 44 is set shorter as the lateral acceleration LG becomes smaller and as the gear position GEARP becomes lower.
[0031]
The slip state determination unit 41 includes a drive wheel speed VWN, a pseudo drive wheel speed VWNE, an acceleration slip control start reference value VRH, an acceleration slip control end reference value VRL, a deceleration slip control start end reference value VR1D, and an ignition timing retard start end reference value. VR2L, partial cylinder fuel cut start / end reference value VR2M, all cylinder fuel cut start / end reference value VR2H, acceleration slip control target value VRP, deceleration slip control target value VRPD, longitudinal acceleration FG, shift state of transmission 3, and timer Based on the counting times 43 and 44, the slip state of the drive wheels is determined.
[0032]
The drive wheel torque control unit 42 outputs a signal for driving the pulse motor 5 in accordance with the output of the slip state determination unit 41, and when the drive wheel torque is reduced, the ignition timing and the fuel supply amount of the engine 2 A signal for retarding the ignition timing or a signal for shutting off fuel supply to all or part of the cylinders of the engine 1 is output to the engine control ECU 21 that controls the engine.
[0033]
The correction unit 45 includes correction amounts VRCP, VRCL, applied to the equations (1) to (5) and (7) according to the gear position GEARP, the actual yaw rate CRL, the reference yaw rate RD, and the road surface mu parameter TGMU. Calculate VRCM and VRCH.
[0034]
FIG. 4 is a flowchart of processing for calculating the target values VRP, VRPD and the reference values VRL, VRH, VR2L, VR2M, VR2H, and VR1D. This processing is executed by the CPU of the ECU 8 every predetermined time (for example, 15 msec). Is done.
[0035]
In step S11, the gear position GEARP at that time is read, and then the target values VRP, VRPD and reference values VRL, VRH, VR2L, VR2M, VR2H and VR1D are calculated by the following formulas (1A) to (8) (step S11). S12). The following formulas (1A) to (5A) and (7A) are formulas in which the correction amounts VRCP, VRCL, VRCM or VRCH are deleted from the formulas (1) to (5) and (7).
VRH = K1H × VVN + C1H (1A)
VRL = K1L × VVN + C1L (2A)
VR2L = K2L × VVN + C2L (3A)
VR2M = K2M × VVN + C2M (4A)
VR2H = K2H × VVN + C2H (5A)
VR1D = K1D × VVN + C1D (6)
VRP = KP × VVN + CP (7A)
VRPD = KPD × VVN + CPD (8)
[0036]
In step S13, it is determined whether or not the absolute value of the actual yaw rate CRL is smaller than a predetermined yaw rate GRCRL (for example, 10 deg / sec), that is, whether or not the vehicle 1 is traveling substantially straight, and | CRL | ≧ GRCRL When the vehicle 1 is turning, the correction amounts VRCP, VRCL, VRCM and VRCH are all set to “0” (step S15), and the process proceeds to step S19.
[0037]
If the answer to step S13 is affirmative (YES) and the vehicle 1 is traveling substantially straight, the absolute value of the deviation between the actual yaw rate CRL and the reference yaw rate RD is greater than a predetermined deviation GRDR (eg, 4 deg / sec). It is determined whether or not it is small (step S14). If the answer to step S14 is negative (NO), that is, if the absolute value of the deviation between the actual yaw rate CRL and the reference yaw rate RD is equal to or greater than the predetermined deviation GRDR, the process proceeds to step S15.
[0038]
If the answer to step S14 is affirmative (YES), that is, if the vehicle is traveling normally straight, it is determined whether or not the road surface mu parameter TGMU is greater than a predetermined threshold value GRTG. When TGMU> GRTG and the friction coefficient of the road surface is relatively large, the high mu road table shown in FIG. 5A is searched according to the gear position GEARP, and the correction amounts VRCP, VRCL, VRCM and VRCH is calculated (step S17). On the other hand, if TGMU ≦ GRTG and the friction coefficient of the road surface is relatively small, the low mu road table shown in FIG. 5B is searched according to the gear position GERRP, and the correction amounts VRCP, VRCL, VRCM and VRCH are searched. Is calculated (step S18).
[0039]
The correction amount of the high mu road table is set to be equal to or larger than the set correction amount of the low mu road table, and is set to increase as the gear position becomes higher. The correction amount of the low mu road table is also set to increase as the gear position becomes higher. Each correction amount is set so as to satisfy the relationship VRCP ≦ VRCL ≦ VRCM ≦ VRCH.
[0040]
After execution of step S17 or S18, the process proceeds to step S19, the acceleration slip control target value VRP, acceleration slip control start reference value VRH, acceleration slip calculated in step S12 (or set to “0” in step S15) Correction amounts VRCP, VRCP, VRCP, VRCL, VRCM corresponding to the control end reference value VRL, ignition timing retard start end reference value VR2L, partial cylinder fuel cut start end reference value VR2M, and all cylinder fuel cut start end reference value VR2H , And VRCH. In the subsequent step S20, limit processing is performed so that each calculated reference value and target value fall within the range of the predetermined upper and lower limit values, and this processing is terminated.
[0041]
As described above, in the present embodiment, the reference value used for the acceleration slip control is corrected in the increasing direction according to the gear position GEARP and the road surface mu parameter TGMU while the vehicle is traveling straight ahead. It is possible to suppress excessive control at the time of up (to obtain the maximum acceleration force). In addition, when turning or understeering, the correction amount is set to “0”, so the reference value and target value should be set in a state where the tire grip force is used up or may be used up. There is no correction to increase, and the stability of the vehicle can be ensured by using the grip force of the tire as effectively as possible.
[0042]
In the present embodiment, the drive wheel speed calculation unit 31, the vehicle body speed calculation unit 32, the reference value calculation unit 36, the target value calculation unit 39, the slip state determination unit 41, the drive wheel shown in FIG. The torque control unit 42, the road surface mu calculation unit 40, and the correction unit 45 are respectively a driving wheel speed calculation unit, a vehicle body speed calculation unit, a reference value calculation unit, a target value calculation unit, a slip state determination unit, a drive wheel torque control unit, a friction A coefficient parameter calculation unit and a correction unit are configured. More specifically, steps S13 to S19 in FIG. 4 constitute a main part of the correction means. In the present embodiment, the shift control ECU 10 corresponds to a gear position determination unit.
[0043]
The present invention is not limited to the embodiment described above, and various modifications can be made. For example, the prime mover that drives the vehicle is not limited to the internal combustion engine, and may be an electric motor.
In the embodiment described above, both the reference value and the target value of the drive wheel slip control are corrected. However, only one of them may be corrected.
[0044]
When it is determined that the vehicle is understeered, an interpolation calculation is performed between the correction amount “0” and the set value of the low mu road table according to the absolute value of the deviation between the actual yaw rate CRL and the reference yaw rate RD. It is also possible to obtain the correction amount.
Further, according to the friction coefficient parameter TGMU, the correction amount may be obtained by performing an interpolation calculation between the setting value of the low mu road table and the setting value of the high mu road table.
[0045]
Further, the transmission 3 may be provided with a gear position sensor for detecting the gear position GEARP, thereby constituting a gear position determining means.
In the above-described embodiment, the front wheel drive vehicle is shown, but the present invention can be similarly applied to a rear wheel drive vehicle.
[0046]
【The invention's effect】
As described above in detail, according to the first aspect of the present invention, the reference value used for determining the slip state of the drive wheel and the drive wheel in the drive wheel slip control according to the gear position of the transmission and the friction coefficient parameter. The target speed value is corrected . That is, the gear position is indeed a high-speed side, and as the friction coefficient parameter is increased, the correction of increasing the reference value及beauty targets value dividing line, suppress excessive control during rapid acceleration or upshift, The grip force of the wheel can be used as much as possible.
[0047]
According to the invention of claim 2, when the vehicle is running straight, than when they are turning, since the correction is to increase the reference value及beauty targets value, turning The vehicle stability can be ensured while the vehicle is traveling straight and over-control can be suppressed.
[0048]
According to the invention described in claim 3, as the absolute value of the standard yaw rate and the actual yaw rate deviation is small, the correction is performed to increase the reference value及beauty targets value, for example, standard yaw rate and the actual yaw rate in the understeer state where the absolute value increases the deviation, the reference value及beauty targets value becomes a relatively small value, it is possible to ensure the stability of the vehicle.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a vehicle and a drive wheel slip control device thereof according to an embodiment of the present invention.
FIG. 2 is a functional block diagram of a drive wheel slip control device.
FIG. 3 is a diagram for explaining a reference value and a target value for driving wheel slip control.
FIG. 4 is a flowchart of processing for setting a reference value and a target value for driving wheel slip control.
FIG. 5 is a diagram showing a table used in the process of FIG. 4;
[Explanation of symbols]
2 Internal combustion engine (motor)
3 Transmission 4 Throttle valve 5 Pulse motor 7FL, 7FR Drive wheel 7RL, 7RR Drive wheel 8 Drive wheel slip control electronic control unit 9FL, 9FR Drive wheel speed sensor 9RL, 9RR Drive wheel speed sensor 10 Electronic control unit for shift control ( Gear position discrimination means)
11 Engine speed sensor (rotational speed detection means)
31 Drive wheel speed calculation unit (drive wheel speed calculation means)
32 body speed calculation unit (body speed calculation means)
36 Reference value calculation unit (reference value calculation means)
39 Target value calculation unit (target value calculation means)
40 Road surface mu calculation section (Friction coefficient parameter calculation means)
41 Slip state determination unit (slip state determination means)
42 Drive wheel torque control unit (drive wheel torque control means)

Claims (3)

Driving wheel speed calculating means for calculating the driving wheel speed of the vehicle, body speed calculating means for calculating the vehicle body speed of the vehicle, and a reference value for determining the slip state of the driving wheel of the vehicle based on the vehicle body speed A reference value calculating means for calculating the target value, a target value calculating means for calculating a target value of the driving wheel speed based on the vehicle body speed, and a slip state of the driving wheel based on the driving wheel speed and the reference value And a driving wheel that controls the driving wheel torque so that the driving wheel speed matches the target value when the slip state determining unit determines that the driving wheel is in a predetermined slip state. In a drive wheel slip control device for a vehicle provided with torque control means,
Gear position determining means for determining the gear position of the transmission of the vehicle;
Friction coefficient parameter calculating means for calculating a friction coefficient parameter indicating a friction coefficient of a road surface on which the vehicle is traveling;
A drive wheel slip control device for a vehicle , comprising: correction means for performing correction to increase the reference value and the target value as the gear position becomes higher speed and the friction coefficient parameter increases . Wherein the correction means, when the vehicle is running straight, from when they are turning, to claim 1, characterized in that the correction to increase the reference value及beauty targets value A drive wheel slip control device for a vehicle as described. A standard yaw rate calculating unit that calculates a standard yaw rate according to a turning angle of a steering wheel of the vehicle; and an actual yaw rate calculating unit that calculates an actual yaw rate of the vehicle, wherein the correcting unit includes the standard yaw rate and the actual yaw rate. as the absolute value of the yaw rate deviation is small, the driving wheel slip control device for a vehicle according to claim 1 or 2, characterized in that the correction to increase the reference value及beauty targets values.

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