JP4889415B2 - Slip detection device for vehicle, traction control device for vehicle, and slip detection method for vehicle - Google Patents

Description

  The present invention relates to a vehicle slip detection device that detects a grip state of a drive wheel with respect to a road surface, a vehicle traction control device that performs engine output control according to the grip state of a drive wheel, and a vehicle slip detection method. Is.

2. Description of the Related Art Conventionally, there has been proposed a traction control device that reduces the driving force of an engine and restores the gripping force of the driving wheel when a slip occurs on the driving wheel of the vehicle (see, for example, Patent Document 1). According to this device, when the rate of increase of the engine speed exceeds a predetermined threshold, the driving force is reduced by the retard control so that the ignition timing of the engine is delayed from the optimum timing, thereby preventing slippage. Is configured.
Japanese Patent Laid-Open No. 7-103090

  However, according to the traction control device disclosed in Patent Document 1, it is possible to detect an abrupt increase in the engine speed caused by the idling of the drive wheels, such as when traveling over a crack in the road surface. However, it is difficult to distinguish the normal and normal noise from a steady and gradual slip such as when the drive wheel slides during cornering at low speed because the rate of increase in engine speed does not increase rapidly. Become. In other words, it is necessary to set a threshold when turning traction control on / off with a change in the increase rate of the rotational speed, but if the change in the increase rate is large, the threshold may be set roughly. When the rate change is slow, it is difficult to set a threshold that can be distinguished from noise, and the accuracy of traction control also decreases due to erroneous slip detection.

  Therefore, an object of the present invention is to improve the accuracy of traction control by accurately detecting a slip of a driving wheel.

The present invention has been made in view of the above circumstances, and a vehicle slip detection device according to the present invention is detected by a rotation speed detection unit that detects the rotation speed of an engine and the rotation speed detection unit. a rotation speed increase rate detector that detects a rate of increase in the predetermined time rotation speed of the engine, the detected rotation speed increase rate detection unit was the increase rate is either et before Symbol predetermined time exceeds a first threshold value Cumulatively integrating each value of the rate of increase for each time, determining that the rate of increase exceeds the second threshold without falling below the first threshold, and determining that it is in a slip state , and integrated value, wherein the increase rate during at most the second threshold value and a slip determination unit which determines not skidding falls below the first threshold.

  If it does in this way, it will become difficult to determine that the rate of increase in the rotational speed instantaneously exceeds the first threshold as in the case of noise mixing, and the rate of increase in the rotational speed will continuously exceed the first threshold. Thus, the slip state is determined only when the value obtained by cumulatively accumulating the rotational speed increase rate exceeds the second threshold value. In other words, the first threshold value needs to be set low in order to reliably detect slipping with a slow increase in the rotational speed. However, if the rotational speed increase rate does not continuously exceed the first threshold value, the integrated value increases. Since the second threshold value is not exceeded, it is possible to prevent erroneous detection of the slip state when the rotational speed increase rate discontinuously exceeds the first threshold value due to noise or the like. Therefore, the detection accuracy of the slip with respect to the road surface of the drive wheel is improved.

  The first threshold value may have a hysteresis that sets a value for ending the increase rate integration to be smaller than a value for starting the increase rate integration.

  If it does in this way, it will become difficult to fall below the 1st threshold value of accumulation end conditions, even if a rotation speed increase rate falls by noise etc. after a rotation speed increase rate exceeds the 1st threshold value of accumulation start conditions. Therefore, even if the rotational speed increase rate fluctuates due to a slight detection error, it is possible to prevent the integration process from being erroneously ended, and to accurately start and stop the integration of the rotational speed increase rate with the first threshold as a reference. It can be carried out.

  A vehicle speed sensor that detects the traveling speed of the vehicle, a gear position sensor that detects the gear position of the transmission of the vehicle, and a gear that previously stores the relationship between the engine speed and the vehicle speed when the clutch of the vehicle is engaged for each gear position. A ratio storage unit, wherein the slip determination unit is stored in the gear ratio storage unit corresponding to the gear position detected by the gear position sensor and the rotation number detected by the rotation number detection unit. When the vehicle speed value detected by the vehicle speed sensor differs from the vehicle speed value by a predetermined allowable error or more, the clutch may be determined to be in a disconnected state and not in a slip state.

In this way, the actual gear position, engine speed, and vehicle speed value are compared with the data at the time of clutch connection stored in the gear ratio storage unit. It turns out that it is the interruption | blocking state. That is, even if the engine speed rapidly increases by disengaging the clutch, it can be determined whether it is due to slip or clutch disengagement. Accordingly, it is possible to prevent an increase in the rotational speed increase rate due to clutch disconnection from being erroneously detected as slip, and to improve slip detection accuracy. The second threshold value may be set to a value larger than the first threshold value.

Further, the vehicle traction control device of the present invention is a traction control device that prevents the vehicle from slipping using the vehicle slip detection device, and when the slip determination unit determines that the vehicle is in a slip state, reducing the output of the engine, and is characterized in that it comprises a traction control unit for performing Ru control to increase the amount of decrease in the output of the engine as the integrated value increases.

  If it does in this way, when it determines with a slip state, an engine output will be reduced rather than just before this determination, and the recovery | restoration of the grip with respect to the road surface of a driving wheel can be aimed at automatically.

When the traction control unit determines that the slip determination unit is in a slip state, the traction control unit performs a retard control that retards the ignition timing of the engine, thereby reducing the output of the engine, and The retard amount may be corrected to increase as the integrated value increases, and the retard amount may be set according to the engine speed and the gear position .

  In this way, as the integrated value of the rotational speed increase rate increases and the slip increases, the retard amount increases and the engine output is further reduced. Therefore, the engine output is not suddenly reduced at the initial stage of slip, and the gripping force of the driving wheel can be accurately recovered without impairing the driver's driving feeling.

Further comprising a throttle opening sensor for detecting a throttle opening degree, the traction control unit has composition you correct the retard amount according to the change rate of the throttle opening detected by the throttle opening sensor May be.

  In this way, it is possible to determine the case where the driver intentionally suddenly opens the throttle and slides the driving wheel with respect to the road surface, and corrects the retard amount appropriately. For example, in the case of a racing specification vehicle, when the throttle is suddenly opened, the driver's intention is respected as much as possible, and correction may be made so as to reduce the amount of retardation.

Further, the vehicle slip detection method of the present invention cumulatively integrates each value of the increase rate every predetermined time after the increase rate of the engine speed in a predetermined time exceeds the first threshold, and the increase rate is When the integrated value exceeds the second threshold value without falling below the first threshold value, it is determined that the vehicle is slipping , and the rate of increase is the first threshold value while the integrated value is equal to or less than the second threshold value. If it falls below the threshold value, it is determined that the slip state is not present.

  If it does in this way, it will become difficult to determine that the rate of increase in the rotational speed instantaneously exceeds the first threshold as in the case of noise mixing, and the rate of increase in the rotational speed will continuously exceed the first threshold. Thus, the slip state is determined only when the value obtained by cumulatively accumulating the rotational speed increase rate exceeds the second threshold value. In other words, the first threshold value needs to be set low in order to reliably detect a slip with a slow increase rate of the rotational speed. However, if the rotational speed increase rate does not continuously exceed the first threshold value, the integrated value increases. In other words, since the second threshold value is not exceeded, it is possible to prevent erroneous detection of a slip state when the rotational speed increase rate discontinuously exceeds the first threshold value due to noise or the like. Therefore, the detection accuracy of the slip with respect to the road surface of the drive wheel is improved.

  When the vehicle speed is different from the data indicating the relationship between the engine speed, vehicle speed, and gear position when the clutch is engaged, the actual gear position and the actual vehicle speed value at the engine speed differ by more than a predetermined tolerance. It may be determined that the current state is not a slip state.

  In this way, the actual gear position, engine speed, and vehicle speed value are compared with the previously known data at the time of clutch engagement, and if they match each other, the clutch is connected, and if they do not match, the clutch is disconnected. It can be judged. That is, even if the engine speed rapidly increases by disengaging the clutch, it can be determined whether it is due to slip or clutch disengagement. Accordingly, it is possible to prevent an increase in the rotational speed increase rate due to clutch disconnection from being erroneously detected as slip, and to improve slip detection accuracy.

  As is apparent from the above description, according to the present invention, it is possible to prevent erroneous detection of a discontinuous increase in the rotational speed increase rate such as noise as being in a slip state, and to improve slip detection accuracy.

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

(First embodiment)
FIG. 1 is an overall block diagram showing a traction control device mounted on a motorcycle according to a first embodiment of the present invention. As shown in FIG. 1, the traction control device 1 includes an engine 2, a transmission 3 that changes the output from the engine 2 and transmits the output to driving wheels, and an ignition device that ignites an air-fuel mixture in a cylinder of the engine 2. 4 is provided. A crank angle sensor 5 capable of detecting the rotational speed of the engine 2 is provided on the crankshaft of the engine 2. The output shaft of the transmission 3 is provided with a vehicle speed sensor 6 that can detect the traveling speed of the motorcycle from the rotational speed of the output shaft. The transmission 3 is provided with a gear position sensor 7 that detects the gear position of the transmission 3. The motorcycle is equipped with an ECU (Electronic Control Unit) 9.

  FIG. 2 is a principal block diagram for mainly explaining the ECU 9 of the traction control device 1 shown in FIG. As shown in FIG. 2, the ECU 9 includes a traction calculation unit 10 and an ignition control unit 11. The traction calculation unit 10 includes a rotation speed detection unit 13, a rotation speed increase rate detection unit 14, a vehicle speed detection unit 15, a gear position detection unit 16, a gear ratio storage unit 17, a comparison unit 18, and a slip determination unit. 19 and a traction control unit 20.

  The rotational speed detection unit 13 is configured to detect the rotational speed of the engine based on the output from the crank angle sensor 5. The rotation speed increase rate detection unit 14 is configured to detect an increase rate (hereinafter referred to as a rotation speed increase rate α) of the engine rotation speed detected by the rotation speed detection unit 13 in a predetermined time (minute time). . The “increase rate during a predetermined time” is obtained by ΔN / Δt, where N (rpm) is the number of revolutions and t (seconds) is the time. The vehicle speed detection unit 15 is configured to detect the traveling speed of the motorcycle based on the output from the vehicle speed sensor 6. The gear position detection unit 16 is configured to detect the gear position based on the output from the gear position sensor 7.

  The gear ratio storage unit 17 stores in advance the relationship between the rotational speed of the engine 2 and the vehicle speed when the clutch of the motorcycle is engaged, for each gear position, and is specifically represented by a graph as shown in FIG. Further, the relationship between the engine speed and the vehicle speed for each gear position when the clutch is connected is stored. The comparison unit 18 compares the output obtained from the rotation speed detection unit 13, the vehicle speed detection unit 15, and the gear position detection unit 16 with the data stored in the gear ratio storage unit 17 and stored in the gear ratio storage unit 17. It is configured to detect whether the vehicle speed value detected by the vehicle speed sensor 6 differs from the vehicle speed value by a predetermined allowable error or more.

  The slip determination unit 19 determines the rotational speed increase rate α during the period from when the rotational speed increase rate α detected by the rotational speed increase rate detection unit 14 exceeds the first threshold value T1 to below the first threshold value T1. Each value α for each sampling (every predetermined time) is cumulatively integrated, and when the integrated value β exceeds the second threshold value T2, it is determined that the slip state is reached. The first threshold value T1 has a hysteresis in which the value T1-2 at which the integration of the rotation speed increase rate α is completed is slightly smaller than the value T1-1 at which the rotation speed increase rate α starts to be integrated. Yes. The first threshold T1 (T1-1, T1-2) is set within a range of 1.1 × ΔNE to 4.0 × ΔNE, where ΔNE is the maximum value of the rotational speed increase rate in the non-slip state. ing. The first threshold value does not have to have hysteresis because the value for starting the integration of the rotation speed increase rate α is the same as the value for ending the integration of the rotation speed increase rate α.

  Further, when the output from the comparison unit 18 is different from the vehicle speed value stored in the gear ratio storage unit 17 by a vehicle speed value detected by the vehicle speed sensor 6 exceeding a predetermined allowable error, the slip determination unit 19 The clutch is disengaged and the non-slip state is determined. As described above, the crank angle sensor 5, the vehicle speed sensor 6, the gear position sensor 7, the rotational speed detection unit 13, the rotational speed increase rate detection unit 14, the vehicle speed detection unit 15, and the gear position detection unit 16 The gear ratio storage unit 17, the comparison unit 18, and the slip determination unit 19 constitute a slip detection device 30 and is incorporated in the ECU 9.

  When it is determined that the slip determination unit 19 is in the slip state, the traction control unit 20 instructs the ignition control unit 11 to reduce the output of the engine 2 more than immediately before the determination. The ignition control unit 11 is configured to perform a retard angle control that commands the ignition device 4 to retard the ignition timing of the engine 2.

  FIG. 3 is a control flowchart of the traction control device 1 shown in FIG. 4A to 4D are timing charts for explaining the operation of the traction control device 1 shown in FIG. FIG. 4A shows a state in which the horizontal axis represents time and the vertical axis represents the engine speed, and the engine speed partially increases irregularly due to slip. In FIG. 4B, the horizontal axis represents time, and the vertical axis represents the rotational speed increase rate α, which corresponds to FIG. As shown in FIGS. 3 and 4B, the slip determination unit 19 (FIG. 2) determines whether or not the rotation speed increase rate α exceeds the first threshold T1 (step S1). Specifically, the first threshold value T1 has a hysteresis in which a predetermined allowable range is set, and finishes the integration of the rotation speed increase rate α and the threshold value T1-1 for starting the rotation speed increase rate α described later. The threshold T1-2 to be set is different, and T1-2 is set slightly smaller than T1-1.

  In FIG. 4C, the horizontal axis represents time, and the vertical axis represents the rate of increase integrated value β, which corresponds to FIG. If the rotation speed increase rate α does not exceed the threshold value T1-1 in step S1, the increase rate integration value β is reset to the initial value zero before the next sampling (step S2). On the other hand, when the rotational speed increase rate α exceeds the threshold value T1-1, as shown in FIGS. 3 and 4C, the rotational speed increase rate α is cumulatively integrated with respect to the increase rate integrated value β. (Step S3). If the rate of increase integrated value β does not exceed the second threshold value T2, the processing from step S1 is repeated again (step S4). The second threshold T2 is larger than the first threshold T1 (T1-1, T1-2), and is set within a range of 3.0 × (T1-1) to 10.0 × (T1-1). Has been. Here, the second threshold value T2 is set to 3.0 × (T1-1) or more. When the second threshold value T2 is smaller than that, the rate of increase integrated value β becomes less than the second threshold value T1 while the cumulative number of accumulated values is small. This is because a discontinuous increase in the rotational speed increase due to noise is erroneously detected as slip. On the other hand, if the second threshold value T2 is set to 10.0 × (T1-1) or less, if it is larger than that, the accumulated rate of accumulated value β must be less than the second threshold value T2 unless the accumulated value is accumulated many times. This is because the responsiveness of slip detection is not exceeded.

  On the other hand, as shown in FIGS. 3 and 4C, when the increase rate integrated value β exceeds the second threshold value T2, it is determined whether the clutch is in the connected state or the disconnected state (step S5). Specifically, as shown in FIGS. 2 and 3, the slip determination unit 19 determines that the vehicle speed value detected by the vehicle speed sensor 6 is within a predetermined allowable error with respect to the vehicle speed value stored in the gear ratio storage unit 17. Is output from the comparison unit 18, it is determined that the clutch is in the engaged state. Otherwise, the clutch is considered to be in the disconnected state and not in the slip state (step S 5).

  Specifically, when the ratio of the engine speed and the vehicle speed at each gear position (n) is R (n) as in the following formula 1, R (n) may satisfy the following formula 2. It is determined that the clutch is disconnected when the clutch is not connected. However, it is assumed that n = 1 to 6, R (0) = (1.1 to 2.0) × R (1), and R (7) = − R (6).

R (n) = engine speed / vehicle speed (Equation 1)
{R (n) + R (n + 1)} / 2 <R (n) <{R (n) + R (n-1)} / 2 (Formula 2)
If it is determined that the clutch is disengaged, the process from step S1 is repeated assuming that the clutch is not slipping (step S5). On the other hand, when it is determined that the clutch is engaged, the traction control unit 20 determines the ignition retard amount θ, and retards the ignition timing of the engine 2 to reduce the output of the engine 2. It performs (step S6).

  In FIG. 4D, the horizontal axis represents time, and the vertical axis represents the ignition retardation amount θ, which corresponds to FIG. As shown in FIG. 4D, the ignition retardation amount θ is set to increase as the increase rate integrated value β increases. Specifically, the traction control unit 20 has ignition delay maps M1 to M6 for each gear position as shown in FIG. 6, and sequentially refers to the ignition delay maps to integrate the current increase rate. The retardation amount corresponding to the value β and the engine speed is sequentially set.

  FIG. 6 is a drawing showing ignition retard maps M1 to M6 for each gear position. For example, according to the ignition retard map M1 in FIG. 6, the retard amount θ increases in the range of −10 ° to −80 ° as the increase rate integrated value β increases within the range of the engine speed of 4000 to 10000 rpm. It is set to be. Then, as shown in FIG. 4D, the retard control is performed at the next sampling timing with the retard amount θ corresponding to the increase rate integrated value β.

  With the above configuration, when the rotational speed increase rate α instantaneously exceeds the first threshold value T1 as in the case where noise is mixed, it is difficult to determine that the slip is the slip, and the rotational speed increase rate α is continuously the first. When the value β obtained by cumulatively accumulating the rotational speed increase rate α by exceeding the threshold value T1 exceeds the second threshold value T2, the slip state is determined. In other words, the first threshold value T1 needs to be set low in order to reliably detect a slip where the rotational speed increase rate α is moderate, but the rotational speed increase rate α does not exceed the first threshold value T1 continuously. Since the integrated value β does not increase and does not exceed the second threshold value T2, it is possible to prevent erroneous detection of a slip state when the rotational speed increase rate α discontinuously exceeds the first threshold value T1 due to noise or the like. The Therefore, the detection accuracy of the slip with respect to the road surface of the drive wheel is improved. When the slip state is determined, the traction control unit 20 (FIG. 2) reduces the output of the engine 2 (FIG. 2) immediately before the determination, and automatically grips the road surface of the drive wheels. Recovery.

  Further, the first threshold value T1 has a hysteresis such that the value T1-2 for completing the accumulation of the rotation speed increase rate α is slightly smaller than the value T1-1 for starting the accumulation of the rotation speed increase rate α. Therefore, after the rotation speed increase rate α exceeds the first threshold value T1-1 of the integration start condition, even if the rotation speed increase rate α decreases due to noise or the like, the first threshold value T1-2 of the integration end condition is set. It becomes difficult to fall below. Therefore, even if the rotational speed increase rate α fluctuates due to some detection error, it is possible to prevent the integration process from being erroneously ended, and to start and end the integration of the rotational speed increase rate with the first threshold T1 as a reference. It can be done accurately.

  Further, when the vehicle speed value detected by the vehicle speed sensor 6 differs from a vehicle speed value stored in advance in the gear ratio storage unit 17 (FIG. 2), which is data at the time of clutch engagement, by a predetermined tolerance or more, The slip determination unit 19 (FIG. 2) determines that the rotational speed has increased rapidly by disengaging the clutch, and is not an increase in rotational speed due to slip. Therefore, it is possible to prevent erroneous detection of an increase in the rotational speed increase rate due to clutch disengagement as a slip. Further, the traction control unit 20 increases the retard amount θ and decreases the engine output as the increase rate integrated value β increases and the slip increases, so that driving without impairing the driving feeling of the driver is performed. The grip power of the wheel can be recovered.

(Second Embodiment)
FIG. 7 is a principal block diagram for mainly explaining the ECU 42 of the traction control device 40 according to the second embodiment. In addition, about the part similar to 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted. As shown in FIG. 7, the ECU 42 includes a traction calculation unit 43 and an ignition control unit 11. The traction calculation unit 43 includes a rotation speed detection unit 13, a rotation speed increase rate detection unit 14, a vehicle speed detection unit 15, a gear position detection unit 16, a gear ratio storage unit 17, a comparison unit 18, and a slip determination unit. 19, a throttle opening detector 45, a throttle opening change detector 46, and a traction controller 47. A known throttle device (not shown) that adjusts the intake air amount to the engine is provided with a throttle opening sensor 44 that can detect the throttle opening.

  The throttle opening detection unit 45 is configured to detect the throttle opening amount based on the output from the throttle opening sensor 44. The throttle opening change amount detection unit 46 is configured to detect the change amount (change rate) of the throttle opening during a predetermined time based on the output from the throttle opening detection unit 45. The traction control unit 47 is configured to perform retard control of the ignition timing of the engine while correcting the retard amount in accordance with the throttle opening when the slip determination unit 19 determines that the slip state is present. .

  FIG. 8 is a drawing showing a retardation correction map based on the throttle opening and the amount of change in the throttle opening. Specifically, the traction control unit 47 (FIG. 7) has a throttle correction map in which the throttle correction amount is determined in accordance with the throttle opening and the throttle opening change amount as shown in FIG. Then, the traction control unit 47 (FIG. 7) sets a value obtained by multiplying the value obtained from the ignition retard map in FIG. 6 by the value obtained from the throttle correction map in FIG. 8 as the retard amount.

  With the above configuration, it is possible to appropriately correct the retardation amount by discriminating a case where the driver intentionally suddenly opens the throttle and slides the driving wheel with respect to the road surface. For example, in the case of a racing specification vehicle, when the throttle is suddenly opened, the driver's intention is respected as much as possible, and correction may be made so as to reduce the amount of retardation.

  In each of the above-described embodiments, the retard angle control is performed in order to reduce the engine output at the time of slip. However, the fuel injected into the intake pipe connected to the engine cylinder is reduced, or the intake amount to the engine cylinder is reduced. May be reduced, or ignition may be reduced.

  As described above, the vehicle slip detection device and the vehicle traction control device according to the present invention have an excellent effect of improving the slip detection accuracy and recovering the grip force with respect to the road surface of the drive wheel, The present invention can be widely applied to vehicles such as motorcycles that can demonstrate the significance of this effect.

1 is an overall block diagram showing a traction control device mounted on a motorcycle according to a first embodiment of the present invention. It is a principal part block diagram which mainly demonstrates ECU of the traction control apparatus shown in FIG. It is a control flowchart of the traction control apparatus shown in FIG. (A)-(d) is a timing chart explaining the effect | action of the traction control apparatus shown in FIG. It is a graph showing the relationship between the engine speed for every gear position at the time of clutch connection, and a vehicle speed. It is drawing which shows the ignition retard map for every gear position. It is a principal part block diagram mainly explaining ECU by the traction control apparatus which concerns on 2nd Embodiment. It is drawing which shows the retardation correction map by throttle opening and the amount of throttle opening change.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,40 Traction control device 2 Engine 3 Transmission device 6 Vehicle speed sensor 7 Gear position sensor 13 Rotational speed detection unit 14 Rotational speed increase rate detection unit 17 Gear ratio storage unit 19 Slip determination unit 20, 47 Traction control unit 30, 41 Slip detection Device 44 Throttle opening sensor

Claims (7)

A rotational speed detector for detecting the rotational speed of the engine;
A rotational speed increase rate detection unit for detecting an increase rate in a predetermined time of the rotational speed of the engine detected by the rotational speed detection unit;
After the increase rate detected by the rotational speed increase rate detection unit exceeds a first threshold value, the values of the increase rate for each predetermined time are cumulatively integrated, and the increase rate exceeds the first threshold value. When the integrated value exceeds the second threshold without being lower than the second threshold, it is determined that the vehicle is in a slip state, and the slip increases when the increase rate falls below the first threshold while the integrated value is less than or equal to the second threshold. And a slip determination unit for determining that the vehicle is not in a state.   2. The vehicle slip detection device according to claim 1, wherein the first threshold has a hysteresis that sets a value for ending the increase rate integration to be smaller than a value for starting the increase rate integration. 3.   The vehicle slip detection device according to claim 1 or 2, wherein the second threshold value is set to a value larger than the first threshold value. A vehicle speed sensor for detecting the traveling speed of the vehicle;
A gear position sensor for detecting the gear position of the transmission of the vehicle;
A gear ratio storage unit that stores in advance, for each gear position, the relationship between the engine speed and the vehicle speed when the clutch of the vehicle is engaged,
The slip determination unit is configured to detect the vehicle speed sensor for the vehicle speed value stored in the gear ratio storage unit corresponding to the gear position detected by the gear position sensor and the rotation number detected by the rotation number detection unit. The vehicle slip detection device according to any one of claims 1 to 3, wherein when the vehicle speed value detected in step (b) is different from a predetermined allowable error, the clutch is in a clutch disengaged state and is not in a slip state. A traction control device for preventing vehicle slip using the vehicle slip detection device according to any one of claims 1 to 4,
A traction control unit that performs control to decrease the output of the engine and increase the amount of decrease in the engine output as the integrated value increases when it is determined that the slip determination unit is in a slip state; A traction control device for a vehicle, comprising:   When the traction control unit determines that the slip determination unit is in a slip state, the traction control unit performs a retard control that retards the ignition timing of the engine, thereby reducing the output of the engine, and The traction control device for a vehicle according to claim 5, wherein the traction control device for a vehicle according to claim 5 is configured to correct the retard amount so as to increase as the integrated value increases and to set the retard amount in accordance with the engine speed and the gear position.   After the rate of increase of the engine speed in a predetermined time exceeds a first threshold value, the values of the rate of increase for each predetermined time are cumulatively integrated, and the increase rate does not fall below the first threshold value. Is determined to be in a slip state when the value exceeds a second threshold value, and if the rate of increase falls below the first threshold value while the integrated value is equal to or less than the second threshold value, it is determined that the slip state is not reached. A slip detection method for a vehicle characterized by the above.

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