JPS6223831A - Accelerating slip controller for vehicles - Google Patents

Abstract

PURPOSE:To make an accelerating slip conformable to the intention of a driver controllable, by constituting a desired speed of each driving wheel so as to be set according to the extent of an accelerating command by accelerator operation of the car driver, together with a car driving state. CONSTITUTION:There are at least provided with a driving state detecting device M1, which detects a car driving state inclusive of a car speed, and an accelerating command detecting device M2 detecting an accelerating command by accelerator operation. Each output signal out of these detecting devices M1 and M2 is inputted into a reference speed calculating device M4, and hereat a reference speed of driving wheels M3 at the time of car acceleration is calculated. Then, this reference speed signals is inputted into an accelerating slip controlling device M6, and when a revolving speed of the driving wheels M3 detected by a driving wheel speed detecting device M5 exceeds this reference speed, it is so judged that these driving wheels M3 cause an accelerating slip whereby rotation of these wheels M3 is made so as to be controlled.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides an acceleration slip control device for a vehicle that controls acceleration slip by suppressing rotation of the drive wheels when acceleration slip occurs in the drive wheels during vehicle acceleration. It is related to.

[Prior Art] Conventionally, in order to control the acceleration slip of the drive wheels that occurs when a vehicle starts or accelerates, there is a method disclosed in Japanese Patent Application Laid-Open No. 58-169, for example.
As described in Japanese Patent Publication No. 48 or Japanese Unexamined Patent Application Publication No. 167845/1983, when acceleration slip occurs, the brake device of the driving wheels and the output torque of the internal combustion engine are controlled to suppress the rotation of the driving wheels and thereby prevent acceleration slip. There are vehicle acceleration slip control devices that prevent this.

By the way, in the conventional acceleration slip control device described above, acceleration slip, which is a condition for starting slip control, is usually detected by detecting the rotational speed of the drive wheels and the running speed of the vehicle, and detecting the rotational speed of the driving wheels and the running speed of the vehicle when the difference between them exceeds a predetermined value. Detect acceleration slip, or set a target speed at which the slip rate of the drive wheels is maximum when the vehicle accelerates based on the vehicle's running speed, and detect acceleration slip when the rotation speed of the drive wheels exceeds that value. This was done by things like zuru. Furthermore, as described in Japanese Unexamined Patent Publication No. 58-169488, it may be possible to change the slip judgment criteria depending on the amount of turning of the vehicle and to make the detection of +11 gear slip more severe in driving conditions where acceleration slip is likely to occur. ing.

``Problems that the invention seeks to solve: However, as in the above-mentioned conventional technology,
When configured to detect simply the difference between the rotational speed of the drive wheels and the running speed of the vehicle, or by comparing the rotational speed of the drive wheels with a target speed set according to the running condition of the vehicle, the drive Although acceleration slip occurring in the wheels can be suppressed, it becomes impossible to change the degree of slip occurring in the driving wheels according to the intention of the vehicle driver.

That is, in conventional acceleration slip control devices, acceleration slip control is uniformly executed regardless of the accelerator operation by the vehicle driver.
(If you try to perform a spin turn while accelerating slip on the drive wheel, you will experience a slick slip at a blall speed,
Acceleration control according to the intention of the vehicle driver is no longer possible.

Therefore, the present invention provides acceleration slip control by configuring the speed of the driving wheels assigned to the vehicle to be set according to the running condition of the vehicle as well as the degree of the vehicle driver's accelerator operation and the degree of the 0 speed command. The present invention is designed to provide a vehicle acceleration slip control system that can perform the following according to the driver's intention.

[Means for Solving Problem 1] Immediately f5, , I = The configuration of the present invention made to solve the problem described above, as shown in Fig. 1, is as follows: a driving state detecting means N111 for detecting acceleration commands; an acceleration command detecting means M2 for detecting an acceleration command due to an accelerator operation; and a detection result of the driving state detecting means M1 and the acceleration detected by the acceleration command detecting means M2. A reference speed calculation means M4 that calculates the reference speed of the driving wheel M3 during vehicle acceleration according to the degree of the command; and a driving wheel speed detection means M that detects the rotational speed of the driving wheel M3.
5, when the rotation speed of the drive wheel M3 detected by the drive wheel speed detection means M5 exceeds the reference speed calculated by the reference speed calculation means IV14, detecting acceleration slip of the drive wheel M3; The gist of the present invention is an acceleration slip control device for a vehicle, which is characterized by comprising an acceleration slip suppression means M6 that suppresses rotation of the drive wheel M3.

Here, the running state detection means M1 is for detecting the running state of the vehicle, and in order to accurately execute acceleration slip control, it detects the steering angle when the vehicle is turning, the steering angle when the vehicle is running uphill, etc. in addition to the vehicle speed. It is desirable to detect the pitching angle, etc.

Further, the acceleration command detection means M2 detects the degree of acceleration command caused by the accelerator operation by the vehicle driver, and can be detected from, for example, the amount of depression of the accelerator pedal, the opening degree of = 5 = slot l ~ rubaru J, etc. be able to.

Next, the reference speed calculation means M4 sets the base speed Qu of the driving wheels M3 during vehicle acceleration according to the driving conditions of the vehicle and the degree of the acceleration command, thereby adjusting the detection level of the acceleration slip of the driving wheels according to the driving conditions of the vehicle. In other words, when the vehicle is turning or when the vehicle is running on a slope, acceleration slip is likely to occur. The standard speed is set low in driving ranges where good driving performance cannot be achieved if this occurs, and the standard speed is set high when the vehicle driver depresses the accelerator pedal significantly in an attempt to intentionally cause acceleration slip. That's what I do.

The acceleration slip suppressing means M7 detects the acceleration slip of the driving wheel M3 when the rotational speed of the driving wheel M3 detected by the driving wheel speed detecting means M5 exceeds the reference speed calculated by -F. The rotation of the drive wheel M3 is suppressed, for example, by using a brake device to suppress the rotation of the drive wheel M3, by suppressing the output torque of the internal combustion engine, or by a combination thereof. In other words, when using a brake system, pressurize the brake hydraulic pressure.
This can be carried out by pressure reduction control, and when controlling the output torque of the internal combustion engine, it can be carried out by reducing the amount of intake air or fuel injection, or by retarding the ignition timing. In this case, by changing the control amount according to the running state of the vehicle detected by the running state detecting means M1 and the degree of the acceleration command detected by the acceleration command detecting means M2, the control of acceleration slip can be further improved. Be able to execute accurately.

[Function] In the acceleration slip control device of the present invention configured as described above, the reference speed of the driving wheels, which is a criterion for starting slip control, is determined not only by the running condition of the vehicle but also by the degree of acceleration command by the accelerator operation by the vehicle driver. It will be calculated accordingly.

Therefore, it is not only possible to suppress acceleration slip when the vehicle is accelerated, but also to control the degree of slip occurring in the drive wheels according to the intention of the vehicle driver, and it is also possible to improve drivability when the vehicle is accelerating.

[Example] Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic configuration diagram of this embodiment, in which the present invention is applied to a front engine rear drive (FR type) automobile equipped with a gasoline engine. In the figure, 1 is the engine, a 4-cylinder fuel injection type engine, 2 is the intake pipe, 3 is the air 70 meter, 4 is the fuel injection valve provided for each cylinder that injects fuel into the intake air, and 5 is the ignition valve. plug (in the figure, fuel injection valve 4 and spark plug 5 are shown for only one cylinder), 6 is a distributor that supplies high voltage to the ignition plug, 7 is an engine speed sensor consisting of a gear and an electromagnetic pickup, 8 10 is a main throttle valve that is driven via a link mechanism in response to depression of the accelerator pedal 9 to adjust the amount of intake air, and 10 is a sub-throttle valve that is provided upstream of the main throttle valve 8 and that adjusts the amount of intake air during acceleration slip control. Throttle valve; 11 is a DC motor that drives this sub-throttle valve; 12 is a main throttle sensor 1 that detects the throttle opening of the main throttle valve 8; 13 is a main throttle sensor that detects the throttle opening of the sub-throttle valve 10. The sub-throttle sensor does not appear. The throttle sensors 12 and 13 are connected to each of the above throttle valves 8, respectively.
．． It outputs a detection signal according to the opening degree of 10.

Further, 15 represents an acceleration sensor attached to the vehicle body for detecting the running acceleration in the longitudinal direction of the vehicle, and 16 represents a steering angle sensor attached to the steering wheel for detecting the steering angle as the turning angle of the vehicle.

On the other hand, 20.21 represents the left and right drive wheels, respectively, and the power of the engine 1 is transmitted to the transmission 22.21. The signal is transmitted via the propeller shaft 23 and the like. Further, 24.25 is a left and right drive wheel speed sensor that detects the rotational speed of the left and right drive wheels 20.21, respectively, 26°27 is a left and right idler wheel that rotates as the vehicle travels, and 28.29 are left and right idle wheel speed sensors, respectively. In addition, these sensors 24.25.28
゜29 consists of gears and an electromagnetic pickup.

Next, 30 is an electronic control circuit constructed using a microcomputer, and is constructed as shown in FIG. In FIG. 3, 31 is a sensor 1 to general processing unit (CPU) that inputs and calculates the data detected by the above-mentioned sensors according to a control program and performs processing to drive and control the DC motor 11, and 32 is a CPU for controlling the above-mentioned control. A read-only memory (ROM) stores data such as programs and maps, 33 is a random access memory (RAM) in which data from the above sensors and data necessary for calculation control are temporarily read and written, 34 is a waveform shaping An input section includes a multiplexer, etc. that selectively outputs the output signals of the circuit and each sensor to the CPU 31; 35 is the DC motor 1;
1 is an output section equipped with a drive circuit that drives CPLI 31.1 according to a control signal from the CPU 31; A path line 37 connects each element such as the ROM 32, the input section 34, and the output section 35 and serves as a path for various data, and 37 represents a power supply circuit that supplies power to each of the above sections.

This electronic control circuit 30 receives detection signals from the various sensors described above, and drives the DC motor 11 to control the sub-throttle valve 10 so as to obtain optimal acceleration performance when the vehicle accelerates.
In addition to executing acceleration slip control, which is the main process related to the present invention, by adjusting the opening degree of the air 70 meter 3 and suppressing the engine leakage output J transmitted to the left and right drive wheels 20 and 21. Known engine control is also executed to control the fuel injection amount and ignition timing according to the operating state of the engine 1 detected by the engine speed sensor 7 and the like.

Hereinafter, the acceleration slip control executed by the electronic control circuit 30 will be explained in detail with reference to the flowchart shown in FIG.

In addition, this process calculates the reference speed of the drive wheels used for acceleration slip detection in advance according to the vehicle running condition and the acceleration command by the vehicle driver's accelerator operation, and also calculates the reference speed of the drive wheels used for acceleration slip detection. The target opening degrees θ0' and θC' of 10 are set, and then the reference speed is compared with the rotational speed of the driving wheels to detect acceleration slip and perform slip control. Also, in this process,
Two types of reference speeds, upper and lower, are used as reference speeds: VH” and VL.
' is determined, and when the vehicle accelerates, the rotational speed of the drive wheels is controlled so that it falls within this range.

When the process starts, the program 101 is first executed,
The main throttle opening degree θm is read from the detection signal of the main throttle sensor 12. In step 1), proceed to the next step 102, and perform this step 4. Using a map as shown in Fig. 5 in which the throttle opening θ1 is set as a parameter, the constants ΔvH1 and ΔV1-1 for calculating the standard 31 degrees and the W lit target degree θO of the sub-throttle 1 to valve 1o are determined. and θG are calculated, and the process moves to the following step 1°3. Furthermore, this step 1
Processes 01 and 102 detect the vehicle driver's acceleration command from the main throttle opening degree θm, which changes depending on the vehicle driver's accelerator operation, and set constants ΔVH1 and ΔV1 for calculating the reference speed according to the magnitude of the main throttle opening θm. -1, and the standard target opening Do and θC of the sub-throttle valve 10. In this embodiment, as shown in FIG. Assuming that the vehicle driver is trying to cause an acceleration slip, the constant Vl-1 is set to "o" and the constant ΔVL is set to "o" so that the auxiliary throttle valve 1o does not close during the following acceleration slip control.
” respectively.

In step 103, the steering angle θS of the steering wheel is read based on the detection signal from the steering angle sensor 16, and
The process moves to step 104. In step 104, a map B as shown in FIG. 6 is created using this steering angle θS as a parameter.
Using the constant Δ for calculating the reference speed using the steering angle O8
VH2 and ΔVL2, and correction values Δθo2 and Δθc2 of the standard target opening of the auxiliary throttle valve 1o are determined,
The process moves to the next step 105.

In step 105, the average value of the rotational speeds Vfl and Vfr of the left and right idle wheels 26 and 27 detected by the left and right idle wheel speed sensors 28 and 29 is determined as the running speed of the vehicle (vehicle speed).
It is calculated as Vs, and the process moves to the next step 106. Then, in step 106, using the map C as shown in FIG. 10 standard target opening correction values Δθo3 and Δθo3,
is required.

Next, in step 107, the vehicle body acceleration α is read based on the detection signal output from the acceleration sensor 15, and the process proceeds to step 108. In step 108, the vehicle acceleration β is calculated by dividing the deviation between the vehicle speed Vs calculated in step 105 and the vehicle speed VS(n-1) read in the previous process by the elapsed time t. Then, in the following step 109, the difference (α-β) between the vehicle body accelerations α and β obtained in the above steps 107 and 108 is calculated.
Using the map D as shown in FIG. 8 as a parameter, the climbing angle γ while the vehicle is running is calculated, and the process proceeds to step 110. Incidentally, in this map D, the climbing angle 7' is set using the vehicle body accelerations α and β as parameters, and as shown in FIG. The vehicle body acceleration α obtained using is the gravitational acceleration 9.8・sinγ(
m/S2) is the added value, and conversely, the vehicle body acceleration β determined from the change in vehicle speed VS is the absolute value in the longitudinal direction of the vehicle body, and the difference between these vehicle body accelerations α and β (α−β
) is 9.8·Sinγ, and the pitching angle γ can be set in advance according to the difference.

In step 110, constants ΔVl-14 and ΔVL are used to calculate the reference speed from a map as shown in FIG. 10 using the pitching angle γ determined in step 109 as a parameter.
4 and correction values Δθ04 and ΔθC4 of the reference target opening degree of the sub throttle valve 10, and the process proceeds to step 111. Then, in step 111, the vehicle speed Vs obtained above and the reference target opening degree θ of the sub-throttle valve 10 are
0 and θC, and V H, 1 to ΔVH4, ΔV to each correction value
L1~ΔVL4, Δθ02~Δθ04, and ΔθC2~
Based on ΔθC4, the reference speed VH' and the VL-1 target quantities θ〇- and θC' are calculated using the following equations.

VH'=V3+ΔV]"1-ΔV1"2-ΔV1"3-
ΔVH4 VL'=VS+8V l-to-ΔV L 2-ΔVL3
−△VL4 θo ′=θ0−Δθ02−Δθ03+Δθ04θC
-1 θC - ΔθC2 - ΔθC3 - Δθ04 When the reference speed Vl-1-1Vl-1 of the drive wheels and the target openings θC' and θ0' of the sub-throttle valve 10 are determined in this way, in the following step 112 , left and right driving wheel speed sensor 2
The rotational speeds Vrl and Vrr of the left and right drive shafts 20.21 detected in step 4.25 are averaged to calculate the driving wheel speed vr. Then, in the next step 113, the sub-throttle opening degree θ2 is read from the detection signal of the sub-throttle sensor 13, and the process moves to step 114.

In step 114, the reference speed V of the driving wheels determined above is
l-1- and the driving wheel speed Vr are compared in magnitude.

If VH-≦vr, it is determined that acceleration slip has occurred in the drive wheels, and the process moves to step 115. In step 115, the target opening θC' of the auxiliary throttle valve 10 and the auxiliary throttle opening θ2 are compared in magnitude, and θc'
If <θ2, the process moves to step 116. Step 1
At step 16, a drive signal is output to the DC motor 11 to drive the sub-throttle valve 10 in the closing direction, and the process proceeds to step 117. Step 117 is step 11 above.
In addition to when the sub-throttle valve is driven in the closing direction in step 6, this routine is also executed when it is determined that θC'≧02 in step 115, and the value of counter C is cleared and the processing of this routine is executed. end once.

Here, the processing of steps 114 to 116 is as follows:
As shown in FIG. 11, the driving wheel speed Vr is the reference speed VH'
If it is larger than that, it is assumed that acceleration slip has occurred in the drive wheels, and the sub-throttle valve 10 is adjusted to the target opening θC.
', and as a result of this process, the sub-throttle valve 10 is closed and the amount of intake air is reduced, resulting in a corresponding decrease in engine output and suppression of the rotation of the drive wheels. .

Next, when it is determined in step 114 that VH"'>Vr, step 118 is executed, and it is then determined whether or not the drive wheel speed vr has fallen below the reference speed VL.

If v+-'>vr, the process moves to step 119, and the sub-throttle opening degree θ2 is set to ``2 limit target distance θO''.
It is determined whether θ0->θ2, the process moves to step 120. In step 120, a drive signal is output to the DC motor 11 to drive the sub-slot valve 10 in the opening direction, and the process moves to step 121.
It is also executed when it is determined that the value is 2, the value of the counter C is cleared, and the processing of this routine is temporarily terminated.

Note that the processing from step 118 to step 120 is as follows:
As shown in FIG. 11, in the processing from -n step 114 to step 117, acceleration slip control for driving the sub-throttle valve 10 in the closing direction is executed, and the drive wheel speed Vr
When VL"≧Vr decreases, the sub-throttle valve 1° is opened to the upper limit target opening θ0', and the rotation of the drive wheels is increased to some extent. Good acceleration performance can be obtained without reducing the driving wheel speed Vr too much.

Next, if it is determined in step 118 that VL'<Vr, the process moves to step 122 and the counter C
Increment the value of 1~? I. Step 12
In step 3, it is determined whether or not the value of the counter C exceeds a predetermined value CO. If C≦co, the process of this routine is directly terminated, and if C>Co, the process proceeds to step 12.
Move to 4. In step 124, a drive signal is output to the DC motor 11 to drive the sub-throttle valve 10 in the opening direction, and the processing of this routine ends.

Here, the counter C is the driving wheel speed VrhJ! quasi-velocity v
When the speed is lower than H- and higher than the reference speed VL-, it is counted for each process, and by counting for each process, the duration of this state is measured. Therefore, in step 123, by comparing the value of this counter C and the predetermined value co,
It is determined whether or not the state where L-<Vr continues for a predetermined time or longer, and if C>Co continues for a predetermined time or longer [), the acceleration slip can be completely suppressed.
As shown in FIG. 1, the sub-throttle valve 1o is driven in the J, open direction.

Note that the above reference values V1-1- and Vl-' are set larger as the τ main throttle distance θ1 is larger, with the vehicle speed VS as a reference, and the larger the steering angle θS, vehicle speed Vs, and zero slope angle γ are, the smaller the culm is set. However, this is because the acceleration command of the vehicle driver with a large main throttle opening θ1 is too large.
This is because it is not considered acceptable for acceleration slip to occur to some extent, and if the steering angle θs, vehicle speed VS, and pitching angle γ are large, acceleration slip is likely to occur, and if it occurs, stable running performance cannot be obtained. This is because it is dangerous.

Also, a sub-slip valve 1 for acceleration slip control.
The M sub-target degrees θ0 and θC of 0 are the main throttle opening 01
This is set based on the standard of This is to prevent acceleration slip from being suppressed too much against the driver's will.

Further, the target opening degree θ0' is obtained by correcting the reference target opening degree θ0 to a smaller value as the steering angle θS and vehicle speed Vs become larger, and to a larger value as the pitching angle γ becomes larger. θC' is obtained by correcting the reference target opening degree θC to a value that becomes smaller as the steering angle θS, vehicle speed Vs, and climbing angle γ become larger.

This is because the target opening θC' is the target opening when driving the sub-throttle valve 10 in the closing direction during acceleration slip control to suppress the rotation of the drive wheels, so that the acceleration slip can be suppressed more quickly. , it is corrected to a small value under all conditions. Further, the target opening degree θ0' is the target opening degree when driving the sub-throttle valve 10 in the opening direction during acceleration slip control, and if the value is kept small, recurrence of acceleration slip can be prevented. However, if the climbing angle γ is corrected to a small value even when it is large, the driving force for the vehicle to climb the slope may not be obtained, and the engine may stop.
As mentioned above, when the pitching angle γ is large, the target opening is 0'
This is how it becomes.

In the acceleration slip control device of this embodiment configured as described above, the reference speeds vH' and VL-, which serve as acceleration slip determination criteria, are determined by the vehicle driver's acceleration command and steering angle detected by the main throttle opening θ1. Os, vehicle speed VSX
Acceleration slip control can be performed satisfactorily by setting the pitch angle γ according to vehicle running conditions. In addition, the target opening degree θ0 of the sub-throttle valve during acceleration slip control
' and θC' are also set in accordance with the vehicle running condition, making it possible to control them more precisely. Therefore, if the vehicle driver depresses the accelerator pedal in an attempt to cause acceleration slip, acceleration slip control can be executed accordingly.

In the above embodiment, if the vehicle driver depresses the accelerator pedal deeply and the main throttle valve 8 is fully opened, the acceleration slip control will not be executed. In such a case, it is desirable to gradually drive the sub-throttle valve 10 in the opening direction instead of leaving it fully open. The same applies when opening the auxiliary throttle valve 10 after the acceleration slip control ends. This is to prevent the air-fuel ratio from becoming lean due to a sudden increase in the amount of intake air due to the sudden opening of the auxiliary throttle valve 10, and to prevent large acceleration slips from occurring.

Further, in the embodiment described above, the acceleration command from the vehicle driver is detected from the opening degree of the main throttle valve 8, but it may be detected from the amount of depression of the accelerator pedal.

Furthermore, in the above embodiment, when acceleration slip control is not executed,
Although the sub-throttle valve is fully opened, the sub-throttle opening may be controlled to be the same as the main throttle opening in order to improve control responsiveness at the start of acceleration slip control.

Furthermore, in the above embodiment, the target opening degrees θC' and θ0' of the sub-throttle valve during acceleration slip control are set and controlled, but for example, if acceleration slip is likely to occur and it is desired to suppress it quickly. , sub-throttle valve 10
If you want to close the throttle valve quickly and open it slowly to generate a certain degree of acceleration slip, use the sub-throttle valve 10.
The driving speed of the sub-throttle valve 10 may be controlled such that the sub-throttle valve 10 is closed slowly and opened quickly.

Next, although the above embodiment has been explained using a gasoline engine as an example, the same control can be applied to a diesel engine as well. In addition, although the rotation of the drive wheels is suppressed by limiting the amount of intake air, it may also be suppressed by limiting the amount of fuel injection, or in the case of a gasoline engine, by retarding the ignition timing. can also be executed.

Furthermore, in addition to suppressing the output torque of the engine in this way, the drive wheels can also be suppressed by hydraulic control of the brake device, and a combination of these may also be used.

[Effects of the Invention] As detailed above, in the acceleration slip control device of the present invention, the reference speed, which is the acceleration slip control start condition, is set not only according to the running condition of the vehicle but also according to the degree of the acceleration command from the vehicle driver. is configured to do so. Therefore, acceleration slip control is not performed in a regular manner to prevent acceleration slip, but can be performed according to the intention of the vehicle driver. Accordingly, it becomes possible to cause acceleration slip in the driving wheels.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention, FIGS. 2 to 11 show an embodiment of the present invention, FIG. 2 is a schematic configuration diagram of this embodiment, and FIG. 3 is an electronic control circuit diagram. FIG. 4 is a flowchart showing the acceleration slip control executed by the electronic control circuit; FIG. 5 is a pictorial diagram showing map A used in the acceleration slip control; and FIG.
The figures are the same. 25 - Figure 7 is a diagram representing map B, Figure 7 is a diagram representing map C, Figure 8 is a diagram representing map D, Figure 9 is an explanatory diagram explaining map D, FIG. 10 is a miniature diagram showing the map E used in acceleration slip control, and FIG. 11 is a diagram illustrating the operation of acceleration slip control in this embodiment. 1... Engine 8... Main throttle valve 10... Sub throttle valve 11... DC motor 12... Main throttle sensor 13... Sub throttle sensor 15... Acceleration sensor 16 ...Steering angle sensor 24...Left drive wheel speed sensor 25...Right drive wheel speed sensor 28...Left idle wheel speed sensor 29...Right idle wheel speed sensor 30...Electronic control circuit -ㅅReiyo~mi Figure 9 Figure 10 B 26
′?・Knob EAVH4Aθ04 AVL* AθC4 ↑ ↑ Fig. 11 "B' -B field

Claims (1)

[Scope of Claims] Traveling state detection means for detecting the traveling state of the vehicle including at least vehicle speed; Acceleration command detection means for detecting an acceleration command due to accelerator operation; Detection results of the driving state detection means and the acceleration command detection a reference speed calculation means for calculating a reference speed of the drive wheels during vehicle acceleration according to the degree of the acceleration command detected by the means; a drive wheel speed detection means for detecting the rotational speed of the drive wheels; When the rotation speed of the drive wheel detected by the detection means exceeds the reference speed calculated by the reference speed calculation means, acceleration slip suppression of the drive wheel is detected and the rotation of the drive wheel is suppressed. An acceleration slip control device for a vehicle, comprising: means;