JPH01148645A - Control device for slip of vehicle - Google Patents

Abstract

PURPOSE:To facilitate the additional installation of a traction control system by providing a serial data transmitting/receiving means for carrying out the time-division multiple communication of an operated result as a serial data between an anti-lock control means and a traction control means. CONSTITUTION:The output signals of wheel-speed detecting means 4... for detecting the rotating speed of each wheel are made binary by interface circuits 5 and, then, inputted into an anti-lock control means 1 to control an actuator 6 by means of the operated results thereof, thereby, controlling the braking force of the wheels. Also, the operated results are sent to a serial data transmitting circuit 10 in order, from which the data are sent by serial transmission to a serial data receiving means 11 by means of a time-division multiple communication. In the receiving means 11, the sent data of operated value, etc. are converted into a parallel data and sent to a traction control means 2 to control an actuator 7, thereby, controlling the driving force of an engine and/or braking force.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a vehicle slip system comprising anti-lock control means for controlling vehicle slip during deceleration and traction control means for controlling vehicle slip during acceleration. Regarding a control device.

[Prior art and its problems]

When a running vehicle suddenly stops or decelerates, or when a stopped vehicle suddenly starts or accelerates, the vehicle may skid and lose direction.

Therefore, when a sudden stop or start occurs, a computer or other device calculates the rotational speed and brake condition of each wheel, matches it with a pre-programmed ideal brake condition or throttle opening, and controls the difference using an actuator. was.

As shown in Fig. 10, conventional electronic control circuits include an integrated control box for anti-lock control circuits and tracisin control circuits ((a) in the same figure), and a separate control box ((b) in the same figure). was there. In the integrated control box (FIG. 4(a)), the anti-lock control means 1 and the traction control means 2 are housed in the same control box 3, and the anti-lock control means 1 and the traction control means 2 are housed in the same control box 3. The interface circuit 5 converts the AC voltage signal into a DC binary pulse, and based on the data consisting of this pulse, the control of both is processed by the same microcontroller or computer (not shown), and the anti-lock actuator 6 and the traction actuator 7.

On the other hand, the separate control box ((b) in the same figure)
The anti-lock control means 1 and the traction control circuit 2 are housed in a separate control box 8°9,
Based on the data obtained from the wheel speed detection means 4, 4.4, control of both is processed by respective microcontrollers or computers (not shown), and the anti-lock actuator 6 and the traction actuator 7 are operated. It is something that makes you In this case, the data obtained from the wheel speed detection means 4, 4, 4.4 is converted into a binary pulse by the interface circuit 5A, which converts the voltage level, and sends it to the traction control means 2, and then converts the voltage level again by the interface circuit 5A. and then restored to the original binarized pulse.

However, the integrated control box (Figure 10(a)
) are anti-lock control means 1 and traction control means 2.
are processed by the same microcontroller or computer (not shown), making it difficult, for example, to set only traction control as an option and add it later. In this case, a space is required in advance for the traction control means within the control box, but this is a waste of space for a vehicle that does not require traction control.

In addition, the separate control box ((b) in the same figure)
Four signal lines are required between the control boxes 8, 9, and an interface circuit 5.5 is also required at the output and input of these signal lines. Furthermore, on the traction side, it is necessary to calculate wheel speed, deceleration, etc. based on the data obtained from the wheel speed detection means 4, 4, 4.4. Therefore, the scale of the circuit becomes larger and the number of pins of the connector increases, which increases the size of the board and increases the cost. Furthermore, wheel speed detection means 4.4, 4.4
generally uses an electromagnetic pickup type with high internal impedance, so in a circuit configuration that branches the AC voltage signal, the input impedance on the control box side will be low and the voltage of the AC voltage signal will be low. It becomes difficult to satisfy the performance requirements.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a vehicle slip control device that can easily add traction control to an existing anti-lock control system.

[Means for solving problems]

In order to solve the above-mentioned problems, the present invention provides a vehicle slip control device including an anti-lock control means for controlling the slip of the vehicle during deceleration and a traction control means for controlling the slip of the vehicle during acceleration. A wheel speed detection means for detecting the speed, an anti-lock control means for controlling the brake pressure, which performs calculation processing based on the data detected by the wheel speed detection means, and a calculation processing based on the data detected by the wheel speed detection means. The calculation results are transmitted as serial data in one or both directions between the anti-lock 118 means and the traction control means, which performs processing and controls brake pressure and/or engine throttle opening. It is characterized in that it is configured to include serial data transmitting means and serial data receiving means for performing division multiplex communication.

[Effect]

The present invention is configured as described above, and includes serial data transmitting means for unidirectionally or bidirectionally time-division multiplexing communication of calculation results as serial data between the anti-lock control means and the traction control means; Due to the action of the serial data receiving means, traction control can be easily added to an existing anti-lock control system, and the vehicle slip control device can be made more compact.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle slip control device according to the present invention will be described below with reference to the accompanying drawings. In the description, the same elements are denoted by the same reference numerals, and redundant description will be omitted.

As shown in FIG. 1, the present invention basically comprises wheel speed detection means 4, antilock control means 1, traction control means 2, serial data transmission means 10, and serial data reception means 11. Wheel speed detection means 4
, 4.4.4 are connected to an anti-lock control means 1, which is connected to an actuator 6 for controlling the braking force of the wheels. The signals obtained by the wheel speed detection means 4, 4, 4.4 are binarized by the interface circuit 5 and sent to the anti-lock control means 1 as a pulse signal. This anti-lock control means 1
Then, wheel speed, wheel area (acceleration) speed, estimated vehicle speed, etc. are calculated based on the sent information. Based on these calculated values, the actuator 6 is operated to control the braking force of the wheels.

When the above calculations are completed, the results of these calculations are sequentially sent in parallel to the serial data transmission circuit 10, and the serial data transmission circuit 10 sends the data to the serial data reception means 11 by serial transmission using time division multiplex communication. The serial data receiving means 11 converts the sent serial data such as calculated values into parallel data, sends it to the traction control means 2, and operates the actuator 7 in order to control the driving force and/or braking force of the engine. Note that the data may be transmitted from the traction control means 2 to the anti-lock control means 1, or may be transmitted bidirectionally. Since the information taken in by the traction control means 2 and the control information to the anti-lock control means 1 can be sent,
Improves device performance. Further, the traction control means 2 and the anti-lock control means 1 may be housed in the same control box. Same control
By using a box, the transmission speed of serial communication can be increased and the time required for control can be shortened.

Note that the transmission line may be a twisted pair wire or the like, but may also be a shielded wire or an optical fiber. Transmission speed can be increased by using shielded wires and optical fibers. Furthermore, if optical fibers are used, transmission can be performed without being affected by electromagnetic noise, static electricity noise, etc., making wiring between control boxes in a car easier.

The components of the apparatus (wheel speed detection means 4, antilock control means 1, traction control means 2, serial data transmission means 10, and serial data reception means 11) will be explained in detail below.

First, an embodiment of the wheel speed detection means will be described based on FIGS. 2 and 3. The wheel speed detection means 4 detects the rotational state of the wheels, and is composed of a sensor 4A and a sensor rotor 4B. As shown in FIG. 2, the front wheel of the sensor is attached to the steering knuckle 12, the rear wheel is attached to the hub fist spindle 13, and the sensor rotor 4B
is attached to the front drive shaft 14 and rear hub 15 with a clearance of 0.3 to 1.1 mm from the pole piece 4C (FIG. 3(a)). The sensor 4A is basically a permanent magnet 4a, a coil 4b,
It consists of a pole piece 4c (Fig. 3(b)
)) detects the rotation of the sensor rotor 4B and sends a wheel rotation signal to the electronic unit in the anti-lock control means (see FIG. 4).

Next, the operation of the wheel speed detection means 4 will be explained. Permanent magnet 4
The magnetic flux generated from the sensor rotor 4B changes due to the rotation of the sensor rotor 4B, and an alternating current voltage is generated in the coil 4b due to electromagnetic induction (FIG. 3(C)). Since this alternating current voltage exhibits a periodic change in proportion to the rotational speed, the speed of the wheel can be detected by detecting this period.

Next, an embodiment of the anti-lock control means will be described based on FIGS. 4 to 7. The anti-lock control means 1 is
When braking suddenly or on slippery surfaces such as snowy roads, the system detects the slippage of the wheels, issues a control signal, and controls the brake fluid pressure to maintain directional stability and improve maneuverability during braking. This aims to secure and shorten braking distance.
It consists of a hydraulic unit, an electronic number unit, a relay Φ box, etc.

FIG. 4 shows the circuit configuration of the anti-lock control means, in which the wheel speed detection means 4, 4, 4.4 are each connected to an electronic unit IA, and the electronic unit IA is connected to a hydraulic unit IB and a relay. Connected to Φ box IC 〇 Its function will be explained below. Wheel speed detection means 4°4.4
．． 4 detects the rotation status of the wheels and uses electronic
Send a signal to unit IA. The electronic unit IA detects the condition of the wheels by sensing the signal from the wheel speed detection means 4. is sent to hydraulic unit IB. The hydraulic unit IB controls the hydraulic pressure applied to each wheel cylinder by signals from the electronic fist unit IA.

Hereinafter, the structure of each component unit will be explained in sequence.

FIG. 5 is a block diagram showing the configuration of electronic unit IA in the anti-lock control means. Here, the power supply monitoring circuit 1a, switch input interface circuit 1b, and motor drive monitoring interface circuit 1c are as follows:
This is an electrical converter for inputting power supply voltage and vehicle status such as stop lamp switches. CPU
Ald.

CPUBLE is a microcomputer that performs various calculations including wheel speed and wheel deceleration necessary for anti-lock control based on the wheel speed signal input from the wheel speed detection means 4, and anti-O-lock control based on the calculations. I do. CPU
The two microcomputers Ald and CPUB 1 e are configured to mutually monitor each other and detect any abnormalities in the microcomputers. It also has fail-safe functions such as self-diagnosis and failure detection. Solenoid drive circuit 1f, motor/relay drive circuit 1g.

Fail-safe relay, warning lamp drive circuit 1h controls brake fluid pressure with 0N10FF of the solenoid valve of hydraulic unit IB, 0N10FF of the motor to create high pressure oil pressure in hydraulic unit IB, system This is an electrical converter that lights up a warning lamp to notify you of an abnormality. The fault code memory 11 is a memory that can store abnormal conditions occurring in the system even when the engine is turned off. This facilitates failure detection and inspection at service factories and the like. Sensor pulse processing circuit, CP
The circuit 1j, such as the U monitoring circuit, is implemented as an LSI to reduce the number of parts and improve reliability.

Next, the action of the electronic unit IA in the anti-lock control means will be explained based on FIG. The electronic unit IA calculates each wheel speed and wheel deceleration based on the signals from the four wheel speed detection means 4, 4.4.4, and estimates the vehicle speed at that time. When the brakes are applied, the hydraulic pressure in the wheel cylinder increases and the wheel speed decreases. When the difference between the wheel speed and the vehicle speed increases and the deceleration status of the wheels exceeds the set value (point A), the electronic unit IA determines that the wheels are in the direction of locking, and activates the solenoid valve lN, which will be described later.
A pressure reduction signal is issued so that the hydraulic pressure decreases to 5EX, and the pressure in the wheel cylinder is reduced (between A and 8). As a result, the wheel speed begins to recover, and when the wheel speed reaches point B, a hold signal is issued and the brake fluid pressure is maintained (between B and C).
. When the wheels continue to recover and pass the zero point, it is determined that there is no risk of locking, and a pressure increase signal is issued again to increase the brake fluid pressure. However, the brake fluid pressure is not raised all at once to the PO level, but is controlled by repeatedly increasing and holding the pressure (between DE and E). Note that when the wheel deceleration situation exceeds the set value again, the above-mentioned cycle is repeated and the hydraulic pressure is controlled.

Next, the configuration of the hydraulic unit IB in the anti-lock control means will be explained based on FIG. The hydraulic unit IB mainly includes a solenoid valve lk (lk, 1k2), an expander piston 11. Pump 1ms Accumulator 1ns Bloportioning Valve 1os
It consists of a pressure switch 1p.

Hereinafter, these effects will be explained in order. The solenoid valve 1 is composed of a solenoid valve lN1k and a solenoid valve EX1, and controls the accumulator pressure of an expander piston 111 (to be described later) in response to a signal from an electronic unit IA. When the solenoid fist valve lN1kl is energized, the valve closes and blocks the passage between the accumulator pressure passage and the expander piston. When the solenoid valve IN1 is not energized, the spring force acts to close the valve, but since the accumulator pressure is high, it overcomes the spring force and opens the passage. When the solenoid valve EX1 k 2 is energized, the valve opens and the passage between the reserve tank and the expander piston is opened. If the solenoid valves EX1 and 2 are not energized, the spring force closes the valves and blocks the passage between the reserve tank and the expander piston. In addition, normal accumulator pressure (200 to 220 kg
/cm2), it is not possible to overcome the spring force and open the passage because the diameter of the port is small. However, if the accumulator pressure becomes higher than necessary (more than 310 kg/cm2), the spring force will be overcome and the valve will be pushed open, returning the high pressure to the reserve tank. It then closes when normal pressure is reached, acting as a relief valve.

The expander piston 11 is a solenoid valve l.
N1k is moved in the working chamber by the accumulator pressure controlled by EX, and the wheel cylinder pressure is increased/decreased and maintained by this change in volume.

In the pump 1rn, the motor is activated by a pressure accumulation signal from the electronic unit IA, and the rotational force is applied to the cam shaft to move the plunger in the vertical direction. As a result, when the plunger moves upward, it sucks in and compresses the brake fluid in the reserve tank, discharges high-pressure brake fluid, and stores the pressure in the accumulator 1n. This creates the high hydraulic pressure necessary for anti-lock control.

The accumulator 1n stores high-pressure brake fluid produced by the pump 1m, and is used to supply the necessary hydraulic pressure during anti-lock control. In addition, the accumulator 1n has high pressure brake fluid (200
~220 kg/cm2) is accumulated, and high-pressure nitrogen gas is also sealed in the lower part.

The provisioning control valve 1o is a hydraulic unit I to prevent the vehicle from skidding when an abnormality occurs in the anti-lock control means and normal brake operation is performed.
It is provided in B. This blobbing valve 1o has the function of increasing the brake fluid pressure generated in the mask cylinder in a high pressure region while maintaining a constant rate of decrease in the rear brake fluid pressure relative to the front brake fluid pressure. .

As the pressure switch 1p, a Bourdon tube type can be used. This pressure switch 1p turns the switch ON and OFF by expanding and contracting the Bourdon tube according to the height of the liquid pressure discharged by the drive of the motor. There is a department. The pressure control switch section is used to maintain the pressure within a certain range necessary for hydraulic pressure control. In addition, the low pressure warning switch unit lights up a warning lamp when the hydraulic pressure falls below the lower limit set pressure, giving a warning to the driver, and eventually returning to the normal braking state.

Hereinafter, the operation of the anti-lock control means 1 will be explained in a normal braking state, a reduced pressure state, a preservation state, and an increased pressure state.

In a normal braking state, there is no current flowing from the electronic unit IA to the solenoid valve lN1k and the solenoid valves EX1 and 2, and each valve is closed by the spring force during return. On the other hand, high hydraulic pressure is generated in the accumulator 1n due to the operation of the pump 1m.

Therefore, the solenoid middle valve lN1kl is pushed open and the expander piston 11 is pushed downward, and the cut-off valve is pushed upward. However, when comparing the cross-sectional areas of both pistons, the expander piston is larger, so it overwhelms the cut-off valve and pushes the cut-off φ valve open.

Therefore, when the brake pedal is depressed, the hydraulic pressure in the mask cylinder reaches the wheel cylinder and activates the brake. Note that when the brake pedal is released, the fluid pressure in the mask cylinder decreases, so the wheel cylinder pressure returns to its original level.

In the case of reduced pressure, the brake action increases the hydraulic pressure to the wheel cylinders and reduces the wheel speed.

Electronic unit IA is the wheel speed detection means4.
4. If it is determined that the wheels are about to lock based on the signal from 4.4, a signal (energization) to reduce the fluid pressure is sent to the solenoid valve lN1kl.

Output to solenoid valve EX1 and 2. This causes solenoid valve IN1 to close and cut off accumulator pressure. Also, solenoid valves EX1 to 2 open, opening passage to the reserve tank. Therefore, the cut-off valve is closed by the accumulator pressure, cutting off the hydraulic pressure between the master fist cylinder and the wheel cylinder. This reduces the wheel cylinder pressure by pushing the expander piston upward. The accumulator pressure applied to the expander piston 11 is controlled in accordance with the wheel cylinder pressure and is returned to the reserve tank of the hydraulic unit IB.

In the holding state, when the hydraulic pressure in the wheel cylinders has been reduced to an optimal state, the electronic unit IA
sends a fluid pressure hold signal (energization cut) to solenoid valve EX1 to 2. This allows the solenoid-valve EX
1 and 2 are closed.

Therefore, the pressures in the working chambers of the expander pistons 11 are equalized and the wheel cylinder pressure is maintained.

In the pressure increase state (when the electronic unit IA determines that pressure increase is necessary in the wheel cylinder), a pressure increase signal (energization cut) is issued to the solenoid valve INxk,
open. This allows the accumulator pressure to
Push the piston downward to increase wheel cylinder pressure. In addition, when the piston moves to the end of the working chamber of the expander or piston 11 during expander cider, the cut-off valve is pushed open and the master cylinder pressure is transmitted to the wheel Φ cylinder, returning to normal braking.

Next, the traction control means 2 will be explained based on FIGS. 8 and 9. The traction control means 2 obtains information such as wheel speed and wheel deceleration from the wheel speed detection means 4,
When the driving wheel speed and the non-driving wheel speed are compared and it is detected that the driving wheel is in a slip state, the engine throttle opening is controlled by outputting a drive signal to the actuator motor, which mainly uses the traction control circuit 2A. .

It is composed of an actuator 2B, an accelerator wire 2C, a throttle φ wire 2D, a ring 82E, and a return spring 2F. The traction control circuit 2A is electrically connected to the above-mentioned anti-lock control means 1, and serial transmission is possible by the action of a serial data transmitting means and a serial data receiving means, which will be described later.

FIG. 9 shows an example of the connection of two traction control circuits. The traction control circuit 2A is basically a CPU
, a stabilized power supply circuit, a DC motor drive circuit, etc., and the CPU includes a serial data receiving means 1.
1 is built-in.

This serial data receiving means 11 is electrically connected to the serial data transmitting means 10 built in, for example, the above-mentioned anti-lock control means 1, and is configured to perform serial transmission.

These two Traxijin control circuits are actuator 2B.
It is electrically connected to the DC motor 2a, and is capable of outputting a drive signal.

A ring A2b and a position sensor 2C are attached to the actuator 2B, and the position sensor 2C constitutes a servo mechanism of the DC motor 2a. Information detected by this position sensor 2c is sent to the traction control circuit 2A described above.

Ring A2b is spring 2b, accelerator ring 2
The accelerator ring 2b2 and the throttle ring 2b3 are pressed together by a spring 2b and rotate as one body unless the DC motor 2a rotates. One end of the ring A2b is connected to the end of the accelerator pedal 12 by an accelerator wire 2C, and one end of the throttle ring 2b is connected to one end of the throttle lever 13 via the ring B2E. It is connected to the. A throttle valve 14 is fixed to the other end of the throttle lever 13 so that it can be opened and closed freely.
By moving the throttle valve 14, the throttle valve 14 is opened and closed. For example, the return spring 2F applies tension to the throttle wire 2D.
It is attached to one end of the lever 13.

Next, the operation of the traction control means 2 will be explained. Normally, when the accelerator pedal 12 is depressed, the accelerator wire 2C is pulled in the direction of arrow B in FIG. 8, the entire ring A2b of the actuator 2B rotates, the throttle wire 2D is pulled, and the throttle valve 14 is opened. If the wheels are slipping because the throttle valve 14 is too open, a drive signal is sent from the traction control circuit 2A to the DC motor 2a of the actuator 2B, causing the DC motor 2a to rotate. Throttle valve 14
When the DC motor 2a rotates while the is open, it pushes only the throttle ring 2ba and the spring 2bl
extends, and only the throttle ring 2ba rotates in the D direction. When the throttle ring 2ba rotates, the throttle wire 2D is returned in the E direction, and the throttle valve 14 is controlled in the closing direction. Therefore, the slip condition of the wheels is alleviated. The opening degree of the throttle valve 14 is detected by the throttle opening sensor 15, and the detected information is sent to the traction control circuit 2A, so that malfunctions can be prevented.

In this embodiment, the driving force of the engine, that is, the throttle opening is controlled for traction control, but the braking force of the wheels may be controlled as in anti-lock control. Since the control mechanism of the anti-lock control means 1 can be used in common, the device is simplified.

Next, a description will be given of serial data transmitting means and serial data receiving means for unidirectionally or bidirectionally time-division multiplexing communication of calculation results as serial data between the anti-lock control means and the traction control means. The serial data transmitting means and the serial data receiving means are built into, for example, a one-chip microcomputer.

As a serial transmission format, start-stop synchronization using the so-called NRZ method can be used, and the data is
bit (1 bit), data bit (8 bits)
, parity bit (1 bit), stop bit (
1 bit) sends 1 byte of data. The transmission speed in this case is, for example, 9600 bps. The transmission format of one frame is shown in FIG. 10, and 12 bytes of data is transmitted in approximately 16 m5. The contents of the data include wheel speed, wheel deceleration, estimated vehicle speed, and various sensor information, an example of which is shown in FIG. In other words, the results of wheel speed, wheel deceleration, and estimated vehicle speed calculated by the anti-lock control means can be used as they are by the traction control means, so that the processing time can be shortened.

Furthermore, the traction control means that controls the driving force of the engine can tolerate a processing time of up to several tens of m5ec, whereas the anti-lock means that controls the braking force of the wheels can only tolerate a processing time of about several m5ec. Wheel speed data requires rapid processing. Therefore, it is generally desirable to transmit serial data from the anti-lock control means to the traction control means.

〔Effect of the invention〕

Since this invention is configured as explained above,
A traction control system can be easily added to an existing anti-lock control system. In this case, fewer hardware changes are required in the anti-lock control system. Furthermore, the same electronic unit can be used in the anti-lock control system regardless of whether or not the Traxijin control system is added.

Furthermore, since the calculation results of the anti-lock control system can be used as they are, the hardware and software of the control box of the traction control system can be simplified. Therefore, the device can be made compact.

In addition, the circuit configuration for branching the AC voltage signal (Fig. 11(b)
)), the output level of the AC voltage signal does not decrease, making it easy to satisfy the required performance.

In particular, if an optical fiber is used as a transmission line between the serial data transmitting means and the serial data receiving means, wiring between control boxes in a car becomes easier because it is not affected by electromagnetic noise.

[Brief explanation of the drawing]

FIG. 1 is a block diagram for explaining one embodiment of a vehicle slip control device according to the present invention, and FIG. 2 is a perspective view showing the structure of a wheel speed detection means that can be used in the vehicle slip control device of FIG. 3 is a diagram showing the operation of the wheel speed detection means, FIG. 4 is a block diagram showing the anti-lock control means that can be used in the vehicle slip control device of FIG. 1, and FIG. 5 is a diagram showing the operation of the wheel speed detection means. FIG. 6 is a block diagram showing the configuration of an electronic unit that can be used in the anti-lock control means of FIG. 5. FIG. 7 is a diagram showing the operation of the electronic unit of FIG. 8 is a diagram showing a traction control means that can be used in the vehicle slip control device of FIG. 1, and FIG. 9 is a block diagram showing an example of a connection of a traction control circuit. FIG. 10 shows 1 in the serial data transmitting means and the serial data receiving means.
FIG. 11 is a diagram for explaining the frame transmission format.
FIG. 2 is a block diagram for explaining a conventional vehicle slip control device. DESCRIPTION OF SYMBOLS 1...Anti-lock control means, 2...Traction control means, 3,8.9...Control box,
4... Wheel speed detection means, 5... Interface circuit, 6.7... Actuator, 10... Serial data transmitting means, 11... Serial data receiving means. Patent applicant: Sumitomo Electric Industries, Ltd. Representative patent attorney Yoshiki Hase
Mountain 1) - Vehicle slip control device Figure 1 a) Integrated control box Conventional vehicle slip control device Figure 11 b) Min 111 type control box Conventional vehicle slip control device

Claims (1)

[Scope of Claims] 1. A vehicle slip control device comprising anti-lock control means for controlling vehicle slip during deceleration and traction control means for controlling vehicle slip during acceleration, comprising: wheel speed detection means for detecting; anti-lock control means for performing calculation processing based on the data detected by the wheel speed detection means and controlling brake pressure; and calculation processing based on the data detected by the wheel speed detection means. traction control means for controlling brake pressure and/or engine throttle opening, and the calculation results are time-shared in one or both directions as serial data between the anti-lock control means and the traction control means. A vehicle slip control device comprising serial data transmitting means and serial data receiving means for multiplex communication. 2. The vehicle slip control device according to claim 1, wherein the anti-lock control means and the traction control means are constituted by an electronic control circuit housed in the same control box. 3. The vehicle slip control device according to claim 1, wherein the anti-lock control means and the traction control means are each constituted by an electronic control circuit housed in a separate control box. 4. The serial data transmitting means receives the calculation result from the anti-lock control means and transmits serial data including the calculation result to the serial data receiving means, and the serial data receiving means transmits the serial data to the serial data receiving means. A vehicle slip control device according to claim 1, which supplies the slip control device to traction means. 5. The vehicle slip control device according to claim 1, wherein the multiplex communication performed between the serial data transmitting means and the serial data receiving means is optical multiplex communication using an optical fiber. 6. The vehicle slip control device according to claim 1, wherein the multiplex communication performed between the serial data transmitting means and the serial data receiving means is electrical multiplex communication.