JPH0591955U - Control switching device for traction control - Google Patents

Abstract

(57) [Summary] [Purpose] The purpose is to increase the upper limit vehicle speed value in the control range of traction control only when necessary to facilitate running on low μ roads. [Structure] Driving wheel speed detecting means 27 for detecting wheel speeds V _RR , V _RL of driving wheels W _RR , W _RL and non-driving for detecting wheel speeds V _FR , V _FL of non-driving wheels W _FR , W _FL. Wheel speed detection means 2
7 ', a slip detecting means 3 for detecting a slip according to the driving wheel speed and a non-driving wheel speed, a braking means 3 for applying a braking force to the driving wheel, a fuel supply means 2 for supplying fuel to the engine, When the vehicle speed is equal to or higher than the set braking vehicle speed, the control means 3 drives the braking device for the slip-side drive wheels based on the slip information and restricts the fuel supply amount of the fuel supply means 2, and the control means 3 cancels. When the command is received, the set braking vehicle speed is increased by a predetermined amount and set.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a device that controls the output of an engine according to vehicle driving information, and more particularly to a traction control control switching device that performs output control when the vehicle slips.

[0002]

[Prior Art]

 Generally, the engine output (hereinafter simply referred to as “output”) of an internal combustion engine (hereinafter simply referred to as “engine”) mounted on an automobile is the accelerator pedal or throttle lever (hereinafter simply referred to as “accelerator pedal”) which is an artificial operation member and the accelerator. It is mechanically controlled by a throttle device connected by a lator cable. However, when the accelerator pedal and throttle device operate at a ratio of 1: 1, an excessive output is generated due to the driver's lack of skill or carelessness, which may cause a slip when starting or a spin when traveling on a frozen road. However, there was a case where tire slip occurred during sudden acceleration. Particularly, as shown in FIG. 10, when a part of the road surface R is a paved road surface and the opposite side is a snow road, the friction coefficient μ is different between the left and right sides of the road surface, and acceleration is performed at such a place. Then, there is a problem that the drive wheel W1 on the low friction coefficient road (low μ road) side slips, and the vehicle spin A easily occurs. Therefore, in order to prevent the drive wheels from slipping, a vehicle that employs a traction control device that performs both output control that controls the generation of excessive output and idle control control that controls the slip of the drive wheels has been adopted. There is.

As an output control method of this traction control device, usually, an auxiliary throttle valve or a throttle is used by an ECU (engine control unit) based on data on the amount of depression (load information) of an accelerator pedal or the like and the rotation state of front and rear wheels. The optimum opening of the valve (that is, the required engine output) is calculated, and the wheel drive torque is controlled (reduced) so as to be kept within a range in which the wheel does not idle. For example, a dual throttle valve system in which a main throttle valve and a sub-throttle valve are installed side by side in the throttle device and the sub-throttle valve side is electronically controlled, or the accelerator pedal and throttle valve are not connected by an accelerator cable The amount of depression is detected by a sensor such as a potentiometer, the throttle valve is driven by a step motor, etc. that uses the so-called drive-by-wire system, and further, the fuel cut is used to control cylinder deactivation, The one using a means to make the fuel ratio lean or to retard the ignition time (retard) is adopted.

On the other hand, as a slip control control system for restricting the slip of the drive wheels, the ECU calculates the slip at the time of starting or running based on the output of the wheel speed sensor and rotates the left and right wheels of the slipping drive wheels. Depending on the difference or the rotation difference between the front and rear wheels, a braking device that applies a braking force to the slipping wheels is automatically driven, and the ECU controls the idling to be controlled.

Here, as shown in FIG. 9A, in the case of a semi-trailer vehicle, the coupler 2 of the tractor 1 is configured to travel by receiving the front load Wf of the trailer 3. In this case, the load on the rear wheels (driving wheels) of the tractor 1 is large when the tractor 1 and the trailer 3 are coupled and the vehicle is empty or when the tractor 1 is traveling alone without the trailer 3 as compared to the case of loading. This reduces the amount of slippage and makes it easier to slip, increasing the need for traction control devices. Further, when the tractor 1 and the trailer 3 are coupled and the vehicle is running uphill in an empty state, the front portion of the trailer 3 may temporarily generate an upward force Fu, or as shown in FIG. 9 (b). As described above, when the tractor is traveling alone, slipping of the rear wheels is likely to occur, further increasing the need for the traction control device.

[0006]

[Problems to be solved by the device]

 By the way, the conventional traction control device performs the output control and the idling regulation control that regulates the slip of the driving wheels only when the vehicle speed is constant, for example, 30 km / h or more, and suspends the control when the vehicle speed decreases. This is because the idling regulation control of this traction control device is close to the control that regulates the vehicle speed, and if this idling regulation control is frequently performed, the vehicle speed will actually become a relatively low vehicle speed state of, for example, around 30 km / h. Easy to slip. Therefore, even if the idling restriction control is frequently performed at a relatively low speed, the durability of the brake system will not be adversely affected.

When a large vehicle such as a trailer travels on an ascending slope, especially on a low μ road, when the drive wheels slip, the traction control device operates to reduce the output and brake the idle wheels. Then, the vehicle speed is reduced to a low value of 30 km / h or less. For this reason, even if you are driving smoothly uphill on low-μ roads, the vehicle speed will drop, the inertia of the vehicle will decrease, and only the drive wheels of the vehicle will idle frequently before you climb the uphill that you must climb. This may cause the vehicle to stumble or become inoperable, which is a problem.

An object of the present invention is to provide a traction control control switching device capable of facilitating traveling on low μ roads by increasing the upper limit vehicle speed value of the traction control control range only when necessary, compared to the normal time. To do.

[0009]

[Means for Solving the Problems]

 In order to achieve the above-mentioned object, a first invention is a driving wheel speed detecting means for detecting a wheel speed of a driving wheel of a vehicle, and a non-driving wheel speed detecting means for detecting a wheel speed of a non-driving wheel of the vehicle. A slip detecting means for detecting a slip according to the driving wheel speed and the non-driving wheel speed, a braking means for applying a braking force to the driving wheels of the vehicle, and a fuel supply means for supplying fuel to the engine. When the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the control device drives the braking device of the slip-side drive wheel based on the slip information and controls the fuel supply amount of the fuel supply means. The control means is characterized in that, when receiving the cancel command, the set braking vehicle speed is increased by a predetermined amount and set.

A second invention is a drive wheel speed detecting means for detecting a wheel speed of a drive wheel of a vehicle, a non-drive wheel speed detecting means for detecting a wheel speed of a non-drive wheel of the vehicle, and the drive wheel. The slip detection means for detecting slip depending on the speed and the non-driving wheel speed, the braking means for applying a braking force to the driving wheels of the vehicle, the fuel supply means for supplying fuel to the engine, and the vehicle If the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the braking device for the slip side drive wheels is operated based on the slip information when the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed. And driving means for controlling the fuel supply amount of the fuel supply means, the control means increasing the set braking vehicle speed by a predetermined amount when the uphill traveling information is received. To do.

[0011]

[Action]

 In the first invention, when the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the control means drives the braking device of the drive wheel on the slip side based on the slip information detected by the slip detection means and the fuel supply means operates. Since the fuel supply amount is regulated and the control means sets the set braking vehicle speed by a predetermined amount when the cancel command is received, the vehicle speed can be increased only when the cancel command is issued.

In the second invention, when the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the control means drives the braking device of the drive wheels on the slip side based on the slip information detected by the slip detection means and supplies the fuel. The control means regulates the fuel supply amount of the vehicle, and when the control means receives the uphill traveling information from the uphill detecting means, it sets the set braking vehicle speed by a predetermined amount, so that the vehicle speed is automatically increased when traveling uphill. Be done.

[0013]

【Example】

The control switching device for the traction control shown in FIG. 1 is mounted on a tractor C of a trailer vehicle (not shown). This tractor C is a rear-wheel drive vehicle, and the rotational force of the diesel engine 1 is output to each front wheel W _FR , W _FL and each rear wheel (driving wheel) W _RR , W _RL via a power transmission system not shown. To be done. The diesel engine 1 comprises a fuel injection pump 2 as a fuel supply means, a rack driving rack lever 31 for increasing / decreasing the amount of fuel injected by the pump, and an accelerator link system 4 for moving the lever to a predetermined lever position Hn. To be done. Here, the accelerator link system 4 includes an accelerator pedal 5 in a driver's cab (not shown), a front cable 6 that slides according to the amount of depression of the pedal, and a rear cable 8 that is connected to the cable 6 via a cancel spring 7. , A lever 9 swinging on the rear cable 8, a rod 10 connecting the lever 9 and the rack lever 31, and a servo motor 11 swinging the lever in parallel with the rear cable 8 independently. There is.

It should be noted that the servo motor 11 operates the rack lever 3 toward the fuel reduction side against the operating force of the accelerator pedal 5 when it is turned on, and at that time, the accelerator pedal 5 side and the lever 9 side are operated. The deviation is absorbed by the cancel spring 7.

The brake system B, which is the braking means of the tractor C, includes a pair of air tanks 12, two front and rear brake valves 13 and 14 for intermittently supplying high-pressure air from the air tanks, and a front brake valve 13 via a pipe 15. Front wheels W connected together_FR, W_FLBrake chamber 16 and the rear wheel W connected to the rear brake valve 14 via a pipe 17. _RR , W_RLOutput to the control chamber 20 and the normally open control valve 19 for sucking / exhausting air to / from each brake chamber 16, the normally open control valve 20 for sucking / exhausting air to / from each brake chamber 18, and the control valve 20. A pair of double check valves 23 whose ends are connected to each other, a slip control valve 22 which supplies high pressure air to the pair of double check valves 23 in a timely manner, and a pipe which is connected to each one input end of the pair of double check valves 23. 21 and a relay valve 25 for pressure regulation that regulates high pressure air corresponding to the opening degree of the rear brake valve 14 and applies it to the pipe 21 side.

In such a brake system B, both brake valves 13 and 14 are opened by an amount corresponding to the depression amount of the brake pedal 26, and the high-pressure air causes the brake chamber 16 of the front wheels W _FR and W _FL and the rear wheels W _RR and W _RL. Is supplied to the brake chamber 18 of. Here, when the control valves 19 and 20 are selectively switched in accordance with the output of the controller 3 in a timely manner, the corresponding brake chambers 16 and 18 are released from the braking operation to loosen the braking force and slip the wheels. Anti-break control operation of blocking can be performed. Moreover, when the normally closed slip control valve 22 is switched in time according to the output of the controller 3, high-pressure air can be supplied to both brake chambers 18, and the braking force is applied to the left and right rear wheels at this time. Furthermore, when applying a braking force to one of the left and right wheels, the slip control valve 22 and the control valve 20 on the non-slip wheel side can be closed to apply the braking force by driving only the control valve 20 on the slip wheel side. I can.

Front wheel W _FR , W _FL and rear wheel W _RR , W _RL are equipped with wheel speed sensors 27, 27 ′ for outputting respective wheel speeds V _FR , V _FL , V _RR , V _RL , respectively. The signal is supplied to the controller 3. Further, the diesel engine 1 is equipped with a rack position sensor 28 that outputs rack position information and a crank angle sensor 29 that outputs crank angle information and engine speed information, and the output of each sensor is also supplied to the controller 3. .. Further, the controller 3 is connected with a cancel switch 30 for issuing a cancel command described later. The cancel switch 30 is a momentary switch that can continuously output an ON signal for a certain period of time and automatically recovers. A main part of the controller 3 is constituted by a microcomputer, and performs control processing along the main routine shown in FIGS. 3 and 4, the rack control routine shown in FIG. 5, and the solenoid valve control routine shown in FIG.

The configuration of the present invention is shown as a block diagram in FIG. Here, the wheel speed sensor 27 or the like as the driving wheel speed detecting means detects the wheel speed of the driving wheels of the vehicle, and the non-driving wheel speed detecting means 27 'detects the wheel speed of the non-driving wheels of the vehicle. The slip detecting means 50 detects slip according to the speed of the driven wheels and the speed of the non-driven wheels. The braking means B applies a braking force to the drive wheels of the vehicle, and the fuel injection pump 2 as fuel supply means supplies fuel to the engine 1. When the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the controller 3 as the control means drives the braking device B for the slip-side drive wheels based on the slip information and regulates the fuel supply amount of the fuel supply means 2, The control means 3 increases the set braking vehicle speed by a predetermined amount when the cancel command is received.

Hereinafter, the control processing by the controller 3 will be described along with the control programs shown in FIGS. 3 to 6. The controller 3 executes the main routine and also executes the rack control routine at every predetermined interrupt timing (crank angle interrupt) during the main routine. When step a1 of the main routine is reached, various engine operation information is read according to the output of each sensor and set in each area. In step a2, the operating range is calculated from the latest intake air amount A / N and the engine speed Ne, and it is determined whether or not the operating range is the fuel cut zone by a predetermined map (not shown). The process proceeds to step a3, the air-fuel ratio feedback flag FBFLG is cleared, the output regulation flag PRFLG described later is cleared, and the fuel cut flag FCFLG is set to 1, and the process returns.

On the other hand, in step a2, the fuel cut flag FCFLG is cleared because the fuel cut flag FCFLG is reached. Then, in step a7, the target engine torque is obtained from the intake air amount A / N, the engine speed Ne, and other engine operation information, and the rack position Hn corresponding to the fuel supply amount that can achieve the torque is calculated using a predetermined map or the like. , In a predetermined rack position storage area. This rack position H n information is adopted in the rack position control routine of FIG. That is, an interrupt signal is input every 180 ° of the engine crank angle, and steps b1 and b2 of the rack position control routine of FIG. 5 are reached. Here, the latest engine speed Ne is calculated from the crank pulse cycle and stored in the area for storing the engine speed. Further, the intake air amount A / N is calculated based on the engine speed Ne and the intake air amount Q information and stored in the area for storing the intake air amount.

At step b3, if the fuel cut flag FCFLG is 1, the routine returns, and if it is 0, the routine proceeds to step b4. Here, it is determined whether the output regulation flag PRFLG is 1, and if the output regulation is not in progress, the process proceeds to step b5, where the target engine torque is obtained from the intake air amount A / N and the engine speed Ne information, and the same torque is determined. The rack position Hs corresponding to the fuel supply amount that can achieve the above is calculated by a predetermined map or the like and stored in the storage area for the rack position Hn. On the other hand, when the output regulation flag PRFLG is judged to be 1 in step b4 and the output is being regulated, the routine proceeds to step b6, where the target engine torque is obtained from the intake air amount A / N and the engine speed Ne information. A regulated rack position Hr in which the same torque value is reduced by a set ratio is calculated by a predetermined map or the like and stored in a storage area for the rack position Hn.

When the step b7 is reached after the steps b5 and b7, the value of the storage area for the rack position H n is called, and the servo motor 11 which is the rack driving actuator is output with an output corresponding to the rack position Hn. It is turned on, the rack lever 3 is operated to the fuel reducing rack position Hn (= Hs or Hr) against the operation force of the accelerator pedal 5, and the process returns to the main routine. When a8 is reached from step a7 of the main routine, here, each data V from each wheel speed sensor is detected._FR, V_FL, V_RR, V_RLBased on the vehicle speed Vc (= (V_FR+ V _FL ) / 2), drive wheel average speed V_R(= (V_RR+ V_RL) / 2), rear wheel slip Δ V1 (= V_R-Vc) and slip of one of the rear wheels ΔV2 (= | V_RR-V_RL|) Is sequentially calculated and stored in the storage area for each value.

[0023] In step a9, where it is determined whether the slip ΔV1 (= V _R -Vc) value of the rear wheel exceeds the slip determination value [alpha] 1, while does not exceed the process proceeds to step a 10, If the output regulation flag PRFRLG and the drive wheel braking flag BD FLG, which will be described later, are cleared and, on the contrary, they are higher, that is, if the slippage of both drive wheels is large and slip regulation is required, the process proceeds to step a11, and the output regulation is performed. The flag PRFLG and the drive wheel braking flag BDFLG are turned on. After that, when step a12 is reached, it is judged whether or not the vehicle body speed Vc exceeds 30 Km / h. If the vehicle speed Vc is 30 Km / h or less, slip regulation is not performed and the routine returns. If it exceeds, step a13 is proceeded to. Here, it is determined whether or not the vehicle body speed Vc exceeds 50 Km / h. If the vehicle speed is 50 Km / h or more, the process proceeds to step a15. If the vehicle speed is below 30 to 50 Km / h, the process proceeds to step a14. Then, it is judged whether or not the cancel switch 30 is turned on, and when it is turned on, the process returns to cancel the slip regulation control until the speed exceeds 50 km / h.

The on-state of the cancel switch 30 continues continuously for a set time due to the unique function of the switch, during which the driver relatively increases the vehicle speed, that is, the slip regulation control is performed here. Even if you go frequently, you will be able to drive at a vehicle speed of 50 km / h or more.

As described above, when the cancel switch 30 is turned on, the vehicle speed during the slip regulation control can be maintained at 50 km / h or more to prevent the vehicle speed from decreasing, and the vehicle can travel while preventing slippage and relatively reducing the vehicle speed. Especially, driving operability is improved when traveling uphill.

On the other hand, step a15 is reached unless the cancel switch 30 is turned on in step a14. Here, the slip ΔV2 (= | V _RR −V _RL |) of one of the rear wheels is calculated, and it is determined whether or not ΔV2 exceeds the slip determination value α2, and when it exceeds, the step a17 is reached. The braking flag BRFLG of the right rear wheel W _RR is turned on and the process returns. On the other hand, reaches a delta V2 to No side step a16, it is determined whether or not lower than the slip determination value -α2 from step a15, below the process proceeds to step a18, and turns on the brake flag BLFLG the left rear wheels W _RL here , When the step a19 on the Yes side is reached, ΔV2 is between the slip judgment values −α2 and α2, and if it is not considered as slip, the braking flags BLFLG and BRFLG are cleared and the process returns.

The solenoid valve drive routine of FIG. 6 is executed by interruption of a predetermined crank pulse of 180 ° during the main routine. When step c1 here is reached, if the drive wheel braking flag BDFLG is on, the process proceeds to step c2, the slip control valve 22 is turned on, both brake chambers 18 of the left and right rear wheels are driven, and slip of the rear wheels is performed. regulate. On the other hand, when it reaches c3 on the No side from step c1, it is determined here whether or not the braking flag BLFL G is on, and if it is on, the process proceeds to step c4, the slip control valve 22 is turned on, and the right rear wheel which is a non-driving wheel is turned on. The control valve 20 of the wheel is turned on to release the braking of the right rear wheel, and only the brake chamber 18 of the left rear wheel is braked.

When the braking flag BLFLG is off in step c3, the process reaches step c5. Here, it is determined whether or not the braking flag BRFLG is on. If it is on, the process proceeds to step c6, the slip control valve 22 is turned on, and the non-driving wheels are driven. The control valve 20 for the left rear wheel is turned on to release the braking of the left rear wheel, and only the brake chamber 18 of the right rear wheel is braked.

When the braking flag BRFLG is off in step c5, the process proceeds to step a7, the control valves 20 and the slip control valve 22 are turned off, and the process returns to the main. As described above, the traction control control switching device of FIG. 1 performs the normal slip regulation control at 30 km / h or more at 50 km / h or more only when the cancel switch 30 is turned on. Since it prevents slippage and keeps the vehicle speed relatively low, it can be easily run on low μ roads, and in particular, it can be run without rattling even on uphill roads, improving driving operability. Moreover, the on-state of the cancel switch 30 is automatically released with the elapse of the set time, the brake operation of the driving wheels is not excessively repeated, and the deterioration of the durability of the brake can be prevented.

In the above-mentioned processing, the control switching of the traction control is performed only when the cancel switch 30 is turned on, but instead of this, based on the vehicle body speed Vc, the gear ratio, the accelerator opening degree, The uphill detection means calculates that the vehicle is traveling uphill, and treats the uphill traveling information as if it were the ON input of the cancel switch 30 described above. It is also possible to configure so that the slip restriction control at 50 km / h or higher is performed at 50 km / h or higher.

The configuration of the traction control control switching device according to another embodiment of the present invention is shown in FIG. 2B as a block diagram.

Here, the wheel speed sensor 27 or the like as the drive wheel speed detecting means detects the wheel speed of the drive wheels of the vehicle, and the non-drive wheel speed detecting means 27 ′ detects the wheel speed of the non-drive wheels of the vehicle. Put out. The slip detecting means 50 detects slip depending on the driving wheel speed and the non-driving wheel speed. The braking means B applies a braking force to the drive wheels of the vehicle, and the fuel injection pump 2 or the like as a fuel supply means supplies fuel to the engine 1. The controller 3 as an uphill detecting means outputs uphill traveling information (RIFLG) that the vehicle is traveling uphill. When the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the controller 3 as the control means drives the braking device B for the slip-side drive wheels based on the uphill traveling information (RIFLG) and controls the fuel supply amount of the fuel supply means 2. In particular, the control means 3 increases the set braking vehicle speed by a predetermined amount when the cancel command is received.

A specific configuration of such an apparatus is different from that of FIG. 1 except that a controller 3'having a function of uphill detection means is used in place of the controller 3 in the control switching apparatus for traction control. It is the same as the device of FIG. 1, and the description of the overlapping means is omitted here. Instead of step a14 in the main routine of the apparatus of FIG. 1, the main routine in this case, as shown in FIG. 7, determines whether or not the uphill flag (RIFLG) is input at step a14 ′, If RIFLG = 1, the process returns, and if RIFLG = 0, the process proceeds to step a15. Moreover, the uphill flag RIFLG is turned on / off in the uphill determination routine of FIG. In this case, when the step d1 is reached by a predetermined time interruption, the vehicle speed Vc, the gear ratio Gr, and the accelerator opening degree θa are taken in, and in step d2 it is not shown whether or not the vehicle is an uphill according to these values. The determination is made by the determination map. When the vehicle is climbing, RIFLG = 1 is set at step d3, otherwise RIFLG = 0 is set at step d4 and the routine returns.

Since this device also prevents slippage and does not slow down the vehicle speed relatively, it is possible to easily run on a low μ road, and in particular, it is possible to automatically drive the vehicle on an uphill road without operating a switch. The speed during slip regulation control can be increased, the vehicle can travel at a relatively high speed without rattling, and driving operability can be improved.

[0035]

[Effect of the device]

 As described above, according to this invention, when the vehicle speed is equal to or higher than the set braking vehicle speed, the control means drives the braking device of the slip side drive wheel based on the slip information detected by the slip detection means and the fuel of the fuel supply means. Since the supply amount is regulated and the control means sets the set braking vehicle speed by a predetermined amount when the cancel command is received, the vehicle speed is increased only when the cancel command is issued.Therefore, slippage is prevented and the vehicle speed is relatively lowered. Since it does not exist, it is possible to easily run on a low μ road.

Particularly, when the set braking vehicle speed is set to be increased by a predetermined amount when the uphill traveling information from the uphill detecting means is received, the speed during the slip regulation control is automatically increased during the uphill traveling. Therefore, it is possible to facilitate running on a low μ road uphill.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a control switching device for traction control according to an embodiment of the present invention.

2A is a block diagram of a traction control control switching device of FIG. 1, and FIG. 2B is a block diagram of a traction control control switching device as another embodiment of the present invention.

3 is a front flowchart of a main routine executed by a controller of the traction control control switching device of FIG. 1. FIG.

FIG. 4 is a rear flowchart of a main routine executed by a controller of the traction control control switching device of FIG.

5 is a flowchart of a rack position control routine executed by a controller of the traction control control switching device of FIG. 1. FIG.

6 is a flowchart of a solenoid valve control routine executed by a controller of the traction control control switching device of FIG.

7 is a rear flowchart of a main routine performed by a controller of the traction control control switching device of FIG. 2 (b).

FIG. 8 is a flowchart of an uphill determination routine performed by the controller of the traction control control switching device of FIG. 2B.

9A is a schematic configuration diagram of a trailer vehicle that travels uphill with a trailer connected to a tractor, and FIG. 9B is a schematic configuration diagram of a trailer vehicle that travels uphill by a tractor alone.

FIG. 10 is an explanatory diagram of behavior of each wheel of the vehicle on a low μ road.

[Explanation of symbols]

1 Engine 2 Fuel Injection Pump 3 Controller 5 Accelerator Pedal 11 Servo Motor 13 Brake Valve 16 Brake Chamber 18 Brake Chamber 27 Wheel Speed Sensor 27 'Wheel Speed Sensor 31 Rack Lever B Brake System V _RR Wheel Speed V _RL Wheel Speed V _FR Wheel Speed V _FL wheel speed

Claims (2)

[Scope of utility model registration request] 1. A drive wheel speed detecting means for detecting a wheel speed of a drive wheel of a vehicle, a non-drive wheel speed detecting means for detecting a wheel speed of a non-drive wheel of the vehicle, the drive wheel speed and the non-drive. Slip detection means for detecting slippage according to wheel speed, braking means for applying a braking force to the drive wheels of the vehicle, fuel supply means for supplying fuel to the engine, and vehicle speed of the vehicle equal to or greater than the set braking vehicle speed. In the case of, the control means drives the braking device of the slip-side drive wheel based on the slip information and restricts the fuel supply amount of the fuel supply means, and the control means receives a cancel command. A control switching device for traction control, wherein the set braking vehicle speed is increased by a predetermined amount and set. 2. A drive wheel speed detecting means for detecting a wheel speed of a drive wheel of a vehicle, a non-drive wheel speed detecting means for detecting a wheel speed of a non-drive wheel of the vehicle, the drive wheel speed and the non-drive. Slip detection means for detecting slippage according to wheel speed, braking means for applying a braking force to the drive wheels of the vehicle, fuel supply means for supplying fuel to the engine, and the vehicle is traveling uphill. When the vehicle speed of the vehicle is equal to or higher than the set braking vehicle speed, the braking device for the slip side drive wheels is driven based on the slip information and the fuel supply means of the fuel supply means is output. Control means for regulating the amount of fuel supply, the control means increasing the set braking vehicle speed by a predetermined amount when receiving the uphill traveling information, and controlling the traction control. Rikae apparatus.