JPH01269621A - Acceleration slip preventing device for vehicle - Google Patents

Abstract

PURPOSE:To always prevent slip properly by obtaining an aimed torque by subtracting the integration type correction torque and proportional correction torque from the max. torque which is obtained from the car body acceleration speed when the drive wheel slip is detected and by controlling the engine output. CONSTITUTION:In a traction controller 15 into which the output signals of the speed sensors 11-14 for driving wheels and driven wheels are inputted, the slip quantity DV corresponding to the difference between the driving wheel speed VF and the driven wheel speed VB is calculated. When the DV is larger than a prescribed value, and the variation quantity V of DV is larger than a threshold value, the drive torque is reduced by controlling the torque reducing means such as the throttle valve, etc., of an engine 16. When DV reduces, the correction torque TP which is obtained by multiplying a coefficient Kp by DV and the correction torque TS which is obtained by the integration- calculation of DV are obtained, and a standard torque TG is obtained from the acceleration speed of the driven wheel speed VB. Then, the aimed torque TPHI is obtained from the equation TPHI=TG-TP-TS, and the engine output is controlled.

Description

[Detailed description of the invention] [Purpose of the invention] (Industrial application field) The present invention relates to an acceleration slip prevention device for a vehicle.

(Prior Art) Conventionally, a traction control device for preventing drive wheel slip during acceleration is known, as disclosed in Japanese Patent Application Laid-open No. 1985-85248.

(Problem to be Solved by the Invention) In such a conventional traction control system with two systems, when slip of the drive wheels is detected, control is performed to reduce the slip of the drive wheels (traction control). If the traction control is stopped immediately after the wheel slip is reduced, the drive wheel will immediately start slipping.1. There is a problem with this.

The present invention has been made in view of the above points, and its purpose is to significantly reduce engine output when slip of the drive wheels is detected, and then adjust the throttle opening so that the torque corresponds to the road surface condition or slip condition. An object of the present invention is to provide an acceleration slip prevention device for a vehicle that controls and prevents slip of drive wheels during acceleration.

[Structure of the invention] (Means and effects for solving the problem) Drive wheel speed VF
driving wheel speed detection means for detecting the driving wheel speed VF, driven wheel speed detection means for detecting the driven wheel speed VB, torque reduction means for reducing the driving torque, and the driving wheel speed VF and the driven wheel speed V
A slip amount DV according to the difference from B is calculated, and the slip amount DV is larger than the first specified value and the slip f
When the temporal change amount ΔDV of iDV is larger than the threshold value, the torque reducing means reduces the driving torque.
If the slip amount DV has decreased, the correction torque TS is calculated by multiplying the slip amount DV by the coefficient Kp and the correction torque TS is calculated by integrating the slip/slip amount DV. The reference torque TG is obtained from the acceleration at predetermined intervals, and the target torque TΦ-T is obtained.
G-TP-TS is an acceleration slip prevention device for a vehicle comprising a driving force control means comprising a second step of controlling the engine output to restore the driving torque to the target torque TΦ. be.

According to this device, when slip of the drive wheels is detected, the throttle opening is fully closed to reduce the slip of the drive wheels to some extent, and then a target is set according to the road surface condition and the slip state of the drive wheels at predetermined intervals. The torque is calculated and the throttle opening is controlled to achieve the target torque.

(Embodiment) An acceleration slip prevention device for a vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front wheel drive vehicle, where WPR indicates the right front wheel, WPL indicates the left front wheel, WRR indicates the right rear wheel, and WRL indicates the left rear wheel. Also, 11
12 is a wheel speed sensor that detects the wheel speed VFR of the front right wheel (drive wheel) VFR, and 12 is the front left wheel (drive wheel)
Wheel speed sensor for detecting wheel speed VPL of WPL, 1
3 is a wheel speed sensor that detects the wheel speed VRR of the rear right wheel (driven wheel) WRR, and 14 is a wheel speed sensor that detects the wheel speed VRL of the rear left wheel (driven wheel) WRL. Wheel speeds VFR, VPL, VRR, VRL detected by the wheel speed sensors 11 to 14
/=s ncon).

- is input to the controller 14. The traction controller 15 performs control to prevent the drive wheels from slipping during acceleration, and controls the throttle opening θl of the throttle valve (not shown) of the engine 16 to control the engine output. It also controls a brake (not shown).

Next, referring to FIG. 2, the traction controller 15
The detailed configuration will be explained below. The wheel speeds VFR and VPL of the driving wheels detected by the wheel speed sensors 11 and 12 are averaged in an averaging section 21 to obtain (VFR+V
PL)/2 is calculated. At the same time, the wheel speeds VFR and VFL of the drive wheels detected by the wheel speed sensors 11 and 12 are sent to the high wheel speed selection section (SH) 22, and the wheel speeds VFR and VPL, which are the larger of the wheel speeds VFR and VPL, are sent to the high wheel speed selection section (SH) 22. is selected and output as the driving wheel speed VP. The high vehicle speed selection unit 22 also detects when slip occurs due to a difference in the coefficient of friction μ of the road surface with respect to both driving wheels, and accelerates the start of driving force control (traction control). , we are trying to respond quickly.

Further, the wheel speeds VRR and VRL of the driven wheels detected by the wheel speed sensors 13 and 14 are determined by the high wheel speed selection section (
SH) 23, wheel speed VRR and wheel speed VR
The wheel speed that is larger among L is selected and the vehicle body speed V
It is output as B. The high wheel speed selection unit 23 takes into account the difference between the inner wheels while traveling on a curve and selects the higher wheel speed between the inner and outer wheels as the vehicle body speed VB, thereby preventing misjudgment of slippage. . In other words, as will be described later, the vehicle speed VB serves as a reference speed for detecting the occurrence of slipping, and by increasing the vehicle speed VB while traveling on a curve, it is possible to misjudge the occurrence of slipping while traveling on a curve. is prevented.

Further, the vehicle body speed VB selected and outputted by the high wheel speed selection section 23 is subjected to a vehicle body acceleration calculation section 24 where the acceleration of the vehicle body speed VB, that is, the vehicle body acceleration 9B (GB) is calculated. This vehicle acceleration QB is calculated by dividing the difference between the vehicle body speed VBn inputted into the vehicle acceleration calculation section 24 this time and the vehicle speed VB+L-H inputted into the vehicle acceleration calculation section 24 last time by the sampling time T. It is determined by

In other words, QB "G11n-(VB n -VB n r )
/T - (1).

That is, by calculating the vehicle body acceleration 9B in the vehicle body acceleration calculating section 24, the 1. Estimating the driving torque that can be transmitted to the road surface from the rotational acceleration 9B of the driven wheel.1. ing. In other words, the force F that the drive wheels can transmit to the road surface is as follows for a front-wheel drive vehicle. As is clear from the second equation above, the driving force sharing load W
When P and the vehicle quality ffiMB are constant, the friction coefficient μ of the road surface and the vehicle body acceleration QB are in a proportional relationship. Also,
As shown in FIG. 3, when the drive wheel slips 17 and becomes greater than "2", the maximum value of μ is exceeded, and μ approaches the point rlJ. Then, if the slip is contained, “1
” through this “2” peak, r2J = r3J
enters the realm of

If the vehicle body acceleration "VB" at "2" can be measured, the maximum torque that can be transmitted to the road surface with the friction coefficient μ can be estimated. This maximum torque is set as the reference torque TG.

That is, the vehicle body acceleration 1 obtained in the vehicle body acceleration calculation sections 2 and 4 is sent to the reference torque calculation section 25, where the reference torque TQ' -Vl xWxRe is calculated. Here, W is the vehicle weight and Re is the tire radius.

Next, the reference torque TG' is sent to the engine torque calculation section 26, and the reference torque TG' corresponds to 1. The engine torque is calculated. In other words, the engine torque calculation unit 26 calculates TGX (,1,/ρ×ρD−t) and uses it as a reference J,=2×gin output!・In other words, the reference torque TG is determined.

Here, 0M means the gear ratio, ρD means the reduction ratio, and t means the torque ratio17. Then, the engine torque calculation section 2
The minimum engine torque of the engine torque calculated in step 6 is limited in the minimum torque clip section 27. That is, the reference torque TG calculated in the engine torque calculation section 26 is the specified torque Ta (for example, 4
If the torque is smaller than (Kg/Ym), the reference torque TG is set to Ta.

Further, the vehicle body speed VB selected in the L high wheel speed selection section 23 is multiplied by 1 in the multiplication section 28 and set as the reference drive wheel speed VΦ'. As shown in Figure 4, 1 is
It changes depending on the magnitude of the vehicle body acceleration 9B. As shown in FIG. 4, when the vehicle body acceleration 9B is large, it is determined that the vehicle is traveling on a rough road such as a slow road, and in such a case, the value of Kl is increased.1. The reference driving wheel speed VΦ, which is a reference for slip determination, which will be described later, is increased to make the slip determination more lenient. Furthermore, the reference driving wheel speed VΦ′ is determined by a constant β stored in the constant generating unit 29 in the adding unit 30.
(for example, 2b/h) and the reference driving wheel speed VΦ
is required. In addition, the above β is also changed by -C according to the magnitude of the vehicle body acceleration t11 in the same way as 1 above, and VB
It may be 17 so that it has a large value when is large. Then, the driving wheel speed V determined in the averaging section 21
P and the reference driving wheel speed ■Φ which is the output of the adding section 30
is subtracted by the subtraction unit 31 to obtain the slip amount DV−VP
-VΦ is calculated.

Next, the slip amount DV is sent to the TSn7jr calculating section 32 at a sampling time T of, for example, 15+ws, and the slip fi DV is integrated while being multiplied by a coefficient by 1 to obtain the correction torque TSn. In other words, TSn=
The correction torque obtained by correcting the slip amount DV, that is, the integral type correction torque TSn is obtained as Ki or ΣDVl (KN is a coefficient).

Further, the slip amount DV is sent to the TPn calculating section 33 at each sampling time T, and a corrected torque TPn corrected by the slip amount DV is calculated. In other words, T
The correction torque corrected by the slip fiDV, that is, the proportional correction torque TPn is obtained as P n = D V X K p (K p is a coefficient).

Further, the drive wheel speed vF selected by the high wheel speed selection section 22 is calculated by the slip jiDV' in the subtraction section 34.
-VP -VΦ is calculated.

Then, this slip amount DV' is sent to the engine command start/end determination section 35, and based on the slip iDV' and its temporal change amount ΔDV', the A command (to set the engine output torque to "0°") is issued. start or end (i.e. B
A determination process for starting the command is performed. That is, in this determination unit 35, [DV'> A (for example, 2 fat/h) and ΔDV'> α1 (for example, 2 to 3 g)
”, the A command is started, and “DV'< threshold value Vth
When ΔDV'<OJ, the A command is ended and the B command is started. The threshold value for ending the command above is the vehicle acceleration as shown in Figure 5? It becomes larger as it increases to B. As explained using Fig. 4, this is because the A command, which reduces slip when driving on a rough road such as a gravel road, is terminated early, making the judgment of slip less severe. This improves acceleration at In other words, on rough roads such as slow roads, acceleration is better if the vehicle is driven with a slight slippage.

Incidentally, the integral correction torque TSn outputted from the TSn calculating section 32 is subtracted from the reference torque TG outputted from the minimum torque clipping section 27 in the subtracting section 36. Then, the torque (TG-TSn) output from the subtraction section 36 is clipped by the clipping section 37 to a value greater than or equal to the torque Tb. Furthermore, in the subtraction unit 38, r (TG-TSn)-TPn J is performed, and TΦ-TG-TPn-
It is assumed to be TSn. In other words, this target torque TΦ is set as the B command.

The A command and the B command are switched by the changeover switch 39 and output to the limiter 40. This limiter 40 gives a lower limit value Tli■ to the target torque TΦ because if the target torque TΦ is too small at low engine speeds, the engine stalls. This lower limit T
The relationship between 11- and engine speed Na is shown in FIG.

As shown in FIG. 6, the lower limit value Tl1m increases in inverse proportion to the engine speed Ne.

Furthermore, the target torque TΦ clipped by the limiter 40 at the lower limit value Tll11 is stored in the shift holding section 41, since slip occurs also due to shift shock during shifting. By holding the integral of the quantity DV, unnecessary integration is prevented. Note that this hold processing is not performed when the gears are not being changed. Thereafter, the target torque TΦ output from the shift hold section 41 is sent to the throttle opening calculation #42 via the traction control switch TR5W. The throttle opening degree calculation unit 42 calculates the throttle opening degree θ1 that generates the target torque TΦ. This throttle opening e1
is determined from the relationship between the target torque TΦ and the engine speed Nc as shown in FIG. In addition, when there are two throttle valves as shown in Fig. 8, the accelerator opening e
s is input to the throttle opening calculation section 42.

Next, the operation of the acceleration slip prevention device for a vehicle according to an embodiment of the present invention configured as described above will be explained. First, the wheel speed VFR of the driving wheels detected by the wheel speed sensors 11 and 12.

Among the VFLs, the larger wheel speed is selected by the high wheel speed selection section 2.
2, and the subtractor 34 selects the slip amount D.
V' - Max (VFR, VPL) - VΦ is calculated. This slip amount DV' is sent to the A command start/end determination section 35, and the occurrence of slip during acceleration is prevented based on the slip amount DV' and the temporal change amount ΔDv' of the slip amount DV'. - The start and end of the driving force control is controlled. Conditions for starting driving force control and 1
7, 1"DV'> A (for example, 2KJ1/h
) or -) ADV'> αl (e.g. Eva, 3g to 4g)
", and the condition for ending the driving force control is "pv'
<vth and ΔDV'<OJ. This threshold value Vt
As shown in FIG. 5, h is set so that the threshold value vth increases as the vehicle body acceleration 9B increases. This is done by making the threshold for ending driving force control larger than when the vehicle body acceleration *B is small when driving on a rough road, such as when driving on a sloppy road, thereby ending driving force control earlier.

This is because the vehicle is driven on a straight road with some slippage to improve acceleration.

Further, the wheel speeds VRR, VRL of the driven wheels outputted from the wheel speed sensor 1.3.14 are sent to the high wheel speed selection section 23, and the larger of the wheel speeds VRR, VRl, of the driven wheels is selected. It is selectively output as vehicle speed VB. below,
Based on this vehicle speed VB, a reference torque TG, an integral correction torque TSn, and a proportional correction torque T P 11 are calculated.

First, the operation when determining the reference torque TO will be explained. The vehicle body speed VB outputted from the high wheel speed selection section 23 is read into the vehicle body acceleration calculation section 24 at every sampling time T (for example, 15 is), and based on the first equation, the vehicle body speed Vi3n+ that was read last time and this time The vehicle body acceleration to is calculated by dividing the difference from the read heavy body speed VBm by the sampling time T. Then, the vehicle body acceleration VB is sent to the reference torque calculation section 25,
The vehicle weight W and the tire radius Re are multiplied to give the vehicle body acceleration -
A reference torque TG' that can be transmitted by the driving wheels on the road surface when the torque is VB is determined. Next, the reference torque TG
' is divided by the gear ratio ρM1, the reduction ratio ρD, and the torque ratio t, and is converted into the reference torque TG as the engine output torque. This reference torque TG is the minimum torque clip portion 2
7, the reference torque TG is set to the lowest Ta. This is because if the reference torque TG is smaller than the specified value Ta, there is a possibility that the vehicle will not be accelerated. As described above, by determining the reference torque TG from the acceleration of the wheel speed VB of the driven wheel, that is, the vehicle body acceleration 9B, the maximum torque that can be transmitted to the road surface at that time is determined as the reference torque TG.

Next, based on the wheel speed VB of the driven wheel, the integral type compensation iTE is
The process of calculating the torque TSr+ and the proportional correction torque TPn will be explained. First, the wheel speed VB of the driven wheel is sent to the multiplier 28, where it is multiplied by Kl and the reference driving wheel speed
Φ′ is found. Is 1 the vehicle acceleration as shown in Figure 4? It changes according to B, the vehicle body acceleration! It is set to increase as B increases. Further, a constant β is added to the reference driving wheel speed VΦ' in an adding section 30 to calculate a reference driving wheel speed VΦ.

Then, the driving wheel speed VF obtained in the averaging section 22 and the reference driving wheel speed VΦ are subtracted to obtain a slip of 1DV-VP.
-VΦ is calculated. In other words, the vehicle body acceleration VB is thick (
In this case, since the reference drive wheel speed VΦ is being changed, the slip pitch Dv is made smaller. In addition, the slip iDV', which determines whether to start traction control, also becomes smaller, so the vehicle acceleration? When B is large, the judgment of slip is made less strict. In other words, when it is assumed that the driving wheel shared load WF and the vehicle mass are constant values as shown in the second equation, the vehicle body acceleration B is proportional to the friction coefficient μ of the road surface. Therefore, the vehicle acceleration! A large B is equivalent to a large /l. Incidentally, since μ is high on a gravel road, the vehicle body acceleration 9B is high, but the slips jfiDV and DV' are set to values smaller than the actual values. For this reason, the judgment of slip becomes less accurate, and the vehicle is accelerated while slipping to some extent. Knead, ha...
On rough roads such as gravel roads, the peak of μ is found in Figure 3 where the slip ratio S is relatively large, so it is better to make the judgment of slip less sensitive and allow some slip for better acceleration. be.

Next, the slip JiDV is sent to the TSn7* calculating section 32, and the integral correction torque 1°S n(-Kl ΣDV
) is calculated. This integral type correction! - Luk TSn integrates the slip amount DV every sampling time T. Further, the slip amount DV is sent to the TP calculating section 33, and the proportional correction torque TP-DV is calculated every sampling time T.
XKp is calculated. In other words, the proportional correction torque TP is obtained by multiplying the slip amount DV for each sampling time T by the coefficient Kp. Hereinafter, calculation of reference torque TG - integral type correction torque TSn - proportional type correction torque TPn is performed in the subtraction section 36.38, and target torque TΦ - TG
-TSn-TPn is calculated.

Then, in the determination section 35, rDV'>A and Δ
DV'>α1'', selector switch 39
At the same time, the switch TR8W is closed and the target torque TΦ-0 is output. Then, the throttle opening calculation unit 42 outputs a command for the throttle opening θl corresponding to the target torque TΦ-0, and the engine output is greatly reduced.

Further, due to such a large reduction in engine output, the slip decreases, and the determination unit 35 determines that rDV'<Vth
If it is determined that ΔDV'<QJ, slip iD is generated from the processing of the A command that greatly reduces the engine output.
Output reduction processing according to V is performed. In other words, the changeover switch 39 is switched to the B command side, and the target torque TΦ
is limiter 40. It is output to the throttle opening calculation section 42 via the hold section 41. Then, the throttle opening degree el is determined by the engine rotational speed Ne shown in Figure 7 and the target torque TΦ. Then, the slip of the driving wheels is reduced by such a command, and the target torque TΦ>TA
When the state of C (torque corresponding to the amount of depression of the accelerator pedal) exceeds, for example, 0.5 seconds, the switch TR8W is opened and the process of reducing the drive torque of the drive wheels is completed.

In addition, as shown in FIG. 8, the throttle valve THm.

If there are two THs, res XKe (Ke:
When the coefficient) becomes θ1, the switch TR5W is opened and the B command is terminated.

[Effects of the Invention] As detailed above, according to the present invention, when a slip of the driving wheels is detected, the engine output is first greatly reduced, then the vehicle speed is calculated from the wheel speed of the driven wheels, and the vehicle speed is calculated. The maximum torque TG that can be transmitted to the road surface with the friction coefficient μ is calculated from the acceleration, that is, the vehicle body acceleration, and the target torque TΦ is determined by the sampling time by subtracting the integral type correction torque TSn and the proportional side correction torque TPn from the torque TG. The target torque T
Since the throttle opening is controlled so that the driving torque is reduced, the vehicle can be driven while restoring the driving torque to the maximum torque that can be transmitted to the road surface, resulting in optimal slippage. It is possible to provide a vehicle acceleration slip prevention device that can prevent acceleration slippage.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of a vehicle acceleration slip prevention device according to an embodiment of the present invention, and FIG. 2 is a block diagram showing the control of the traction controller shown in FIG. 1 separately for each functional block. , Fig. 3 is a road surface μm slip rate S characteristic diagram, Fig. 4 is a Kl-9B characteristic diagram, and Fig. 5 is a VTR-? B characteristic diagram, FIG. 6 is a Tllm-Ne characteristic diagram, FIG. 7 is a TΦ-Ne characteristic diagram, and FIG. 8 is a diagram showing a throttle valve. 11-14...Wheel speed sensor, 15...Traction controller, 32...TSn calculation unit, 33...
・TPn calculation unit, 35...A command start/end determination unit, 4
2...Throttle opening calculation section. Applicant's representative Patent attorney Takehiko Suzue 1 figure and litho 7゛ small S figure 3 car body〃σBO VB suitable figure 4 α2o, 4 1 body added charcoal 9B figure 5 figure 6 engine rotation dizziness Ne (rpm) Figure 7 Figure 8 Figure 1, Indication of the case Japanese Patent Application No. 63-97271 2, Name of the invention Vehicle acceleration slip prevention device 3, Person making the amendment Relationship to the case Patent applicant (628) Mitsubishi Motors Corporation 4. Agent 3-7-2 Kasumigaseki, Chiyoda-ku, Tokyo 100 Phone number 03 (502) 3181 (main representative)
7. Contents of the amendment (e) In the 10th line of page 5 of the specification, "-LA 14" is corrected to "-LA 15." (2) Page 5, line 20 of the specification (V PR+,
VPL)/2" is rVF-(VFR+VpL)
Correct it to /2J. (3) Replacing rVP J on page 6, line 5 of the specification with rV
Correct P'J. (4) Delete the words ``while driving around a curve'' in the first and second lines of page 7 of the specification. (5) r, VBn VB on page 7, line 14 of the specification
n-1)/TJ and r (VB, -VB a-
1) Correct it as /T. (6) On page 8, line 2 of the specification, the phrase rMB VB J is corrected to ``MB VB J.'' (7) On page 8, line 4 of the specification, ``2nd formula'' is replaced with ``2nd formula.'' Correct it to "Equation (2)". (8) rVB XWXReJ on page 8, line 18 of the specification
Correct the statement to rVBXWxReJ. (9) On page 9, line 5 of the specification, “(1/pH・ρI)・
t) Correct "J" to "1/(ρM ・ρD-t)J." (10) "Minimum engine torque" is written on page 9, line 1-1 to line 1.2 of the specification. is corrected to "lower limit value". (11) On page 9, line 20 of the specification, the phrase ``as shown in Figure 4'' was replaced with ``compared to when driving on a low μ road such as an icy road. The vehicle body acceleration will be greater when the vehicle is running,'' he corrected. (I2) Correct rVB J on page 10, line 10 of the specification to [VB J by 1-1. (13) On page 10, line 12 of the specification, "VF and" is corrected to "rVF". (14) On page 10, line 13 of the specification, the phrase "VΦ is" is corrected to "from VΦ." (15) In specification box 1, page 1, line 1, ``correction of'' is corrected to ``accumulation J.'' (1G) In specification box 1, page 11, line 6 and line 8, ``correction of The phrase "amended by" should be corrected to read "proportional to." (17) In the 11th line of page 11 of the specification, the phrase "also" is corrected to "also, in the subtraction unit 34." (18) On page 11, line 12 of the specification, rVP is subtraction unit 3
In 4, the reference driving wheel speed VΦ obtained by the adding unit 30 is subtracted from rVF', and the phrase "" is corrected. (19) On page 11, line 13 of the specification, "rvp-vΦ" is corrected to "rVF'-VΦ". (20) In the first line of page 12 of the specification, the statement 1'2-3gJ is corrected to "2-3g, where Lg is the gravitational acceleration." (21) In the fifth line of page 12 of the specification, the phrase "largely" is corrected to "largely". (22) In the 13th and 14th lines of page 1 and 2 of the specification box, the phrase "from the reference torque TG output from" is corrected to "from the reference torque TG which is the output of." (23) In the 12th page, line 15 of the specification, the phrase "is output from 1" is corrected to "is the output of." (24) On page 14, line 15 of the specification, the phrase ``wheel speed'' is corrected to ``assuming the wheel speed is drive wheel speed VF'.'' (25) Statement box] Page 4, line 17, “l” M a x
(VFI?, VFL) Correct J to rVF'J. (26) On page 16, line 6 of the specification, "Formula 1" is corrected to "Formula (1)." (27) On page 16, line 10 of the specification, rVB J is corrected to rVB J. (28) On page 16, line 15 of the specification, [division [7]
” is corrected as “divided by,” 3]. (29) U standard torque T on page 1-6 line 18 of specification box
The statement "G has a minimum Ta" should be corrected to "the lower limit is limited to Ta". (30) On page 17, line 18 of the specification, ``VB j'' is corrected as rVB J. (31) On page 17, line 20 of the specification, ``doing.'' is changed to ``detected. "I am," he corrected. (32) Also rDV' in the first line of specification box 1-8.''
Correct that to ``Also, the detected value of DV'.'' (33) In the third line of page 18 of the specification, the phrase "rIJ2 formula" is corrected to "formula (2)." (34) On page 18, line 8 of the specification, the phrase "1 by the way," is corrected to "By the way, compared to frozen roads, etc." (35) In the 9th line of page 18 of the specification, the phrase "it is expensive," is corrected to "it becomes expensive." (36) In the 10th line of page 18 of the specification, the phrase "set to" is corrected to "detect by binding." (37) In the 14th line of page 19 of the specification, the phrase "closed" is corrected to "closed from the determination unit 35." (38) In the 15th line of page 19 of the specification, the phrase “1. (39) In the 16th line of page 1.9 of the specification box, correct "-〇" to r-TllmJ. (40) In the 7th line of page 20 of the specification, it says ``Outputted.'' In the bold section 41, the changer holds the integral of the slip amount DV performed in the TSn calculation section 32. This prevents drive wheel slip caused by shock during gear shifting from being mistakenly detected as acceleration slip.''

Claims (1)

[Claims] A driving wheel speed detecting means for detecting the driving wheel speed VF, a driven wheel speed detecting means for detecting the driven wheel speed VB, a torque reducing means for reducing the driving torque, and the driving wheel speed VF.
and the driven wheel speed VB, and if the slip amount DV is larger than the first specified value and the temporal change amount ΔDV of the slip amount DV is larger than the threshold value, the torque is A first step of reducing the driving torque by a reducing means, and when the slip amount DV is reduced, a correction torque TP calculated by multiplying the slip amount DV by a coefficient Kp and a correction torque TS by integrating the slip amount DV. The reference torque TG is obtained from the acceleration of the driven wheel speed VB at predetermined time intervals, and the target torque TΦ is set as target torque TΦ=TG-TP-TS.
An acceleration slip prevention device for a vehicle, comprising: a second step for restoring the driving torque by controlling the engine output so that the driving torque is restored.