JPS63219464A - Driving wheel acceleration slip control device for automobile - Google Patents

Abstract

PURPOSE:To improve the running stability by controlling a rotation suppressing device to make the slip rate of the higher driving force generating side wheel slower than that of the lower driving force generating side wheel, on condition that the lateral force is more important in the running condition. CONSTITUTION:A driving force detecting device (c) is furnished to detect which side is the higher driving force generating side driving wheel of the side and the right side driving wheels. And a rotation suppressing device (d) to suppress the rotation of the driving wheels separately is furnished. The rotation suppressing device (d) controls to make the value of the acceleration slip rate detected by an acceleration slip rate device (b) to gain the highest driving force of the both driving wheels when the driving force is important in the running condition detected by a running condition detecting device (b). On the other hand, on the running condition where the lateral force is important, the rotation suppressing device (d) controls to make the slip rate of the higher driving force generating side driving wheel lower than that of the lower driving force generating side driving wheel.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a drive wheel acceleration slip control device that prevents the slip ratio of the drive wheels from becoming excessive during acceleration of an automobile.

Prior art This type of acceleration slip control device is disclosed in Japanese Patent Application Laid-open No. 58-169.
It is known from Publication No. 48. The device described in this publication not only simply prevents the acceleration slip ratio of the drive wheels from becoming excessive, but also changes the form of control depending on whether the vehicle is traveling at high or low speed. This device includes a first control means that applies a brake to suppress the rotation of the left and right drive wheels when the acceleration slip rate of one of the left and right drive wheels exceeds a threshold value, and a first control means that applies a brake to suppress the rotation of the drive wheel when the acceleration slip rate of one of the left and right drive wheels exceeds a threshold value. a second control means for reducing the output torque of the drive source of the driving wheels when the threshold value is exceeded; a traveling speed detecting means for detecting the traveling speed of the vehicle; and a traveling speed detected by the traveling speed detecting means. Compared to a threshold value set to a relatively high value, when the traveling speed exceeds the threshold value, the second control means is activated as soon as the acceleration slip ratio exceeds the threshold value on one of the left and right drive wheels. and a comparator that outputs a command signal.

Therefore, when the car is running at a relatively low speed, if the acceleration slip ratio of one drive wheel becomes excessive, only the brake corresponding to that drive wheel will be applied, and both the left and right drive wheels will be affected. The output torque of the drive source for the drive wheels is reduced only when the acceleration slip ratio of the left and right drive wheels becomes excessive.However, when the car is running at high speed, the acceleration slip ratio of the left and right drive wheels becomes too high. If it becomes excessive, the output torque of the drive source for those drive wheels will be immediately reduced.

In this way, by changing the control form of acceleration slip according to the driving condition of the vehicle, compared to controlling acceleration slip regardless of the driving condition, it is possible to drive the vehicle while keeping the sacrifice of acceleration performance low. Stability can be improved.

Problems to be Solved by the Invention However, in the drive wheel acceleration slip control device described in the above-mentioned publication, in driving conditions where lateral force is particularly important, load imbalance between the left and right drive wheels when the vehicle turns, and the left and right road surface No consideration is given to controlling both the driving force and lateral force to values suitable for various driving conditions by keeping the slip ratios of the left and right drive wheels at different values, taking into account the unbalanced friction coefficient of the vehicle. Therefore, it is not possible to completely satisfy the requirements for driving stability of automobiles.

The present invention has been made with the aim of solving this problem as much as possible and further improving the running stability of automobiles.

Means for Solving the Problems To this end, the driving wheel acceleration slip control device for a motor vehicle according to the present invention has, as shown in FIG. ) acceleration slip ratio detection means for individually detecting the acceleration slip ratio of the left and right drive wheels of the vehicle; a driving force height detection means for detecting whether the driving force is on the low driving force generation side where only driving force can be generated; (dl) a rotation suppressing means for individually suppressing the rotation of the left and right drive wheels; When the driving state detected by the means is a state in which driving force is important, the acceleration slip ratio detected by the acceleration slip ratio detection means is a value that provides the highest driving force for both the left and right drive wheels. The rotation suppressing means is controlled so that when the running state is a state in which lateral force is important, the slip ratio of the high driving force generation side drive wheel is equal to the slip ratio of the low driving force generation side drive wheel. and rotation suppression control means for controlling the rotation suppression means so that the rotation suppression means is lower than the rotation rate.

In a preferred embodiment of the present invention, the rotation suppression control means controls the acceleration slip ratio to be the highest for the drive wheel on the low drive force generation side when the running state is a state in which lateral force is important. This value provides high driving force,
In another preferred embodiment, the rotation suppressing means is controlled so that the acceleration slip ratio of the drive wheel on the high drive force generation side becomes a value lower than the value at which the highest drive force is obtained. , the rotation suppression control means,
When the running state detected by the running state detection means is a state in which lateral force is important, the acceleration slip ratio detected by the acceleration slip ratio detection means of the drive wheel on the high driving force generation side is determined by the acceleration slip ratio detected by the acceleration slip ratio detection means. The higher the importance of the lateral force, the lower the value, and the changed acceleration slip rate is compared with a certain threshold, and when the threshold is exceeded, the rotation suppressing means is set to the high driving force generation side. The rotation of the drive wheels is suppressed.

Function: In a vehicle equipped with the drive wheel acceleration slip control device according to the present invention, when the vehicle is running in a state in which lateral force is important, the sum of the lateral forces of the left and right drive wheels increases. Then, the acceleration slip rate of these drive wheels is controlled.

The driving force of the driving wheels is greatest when the acceleration slip ratio of the driving wheels is a predetermined value, and tends to decrease whether the acceleration slip ratio becomes larger or smaller than that value. On the other hand, the lateral force on the driving wheels unilaterally decreases as the acceleration slip ratio increases. In general, the lateral force is usually considerably smaller at the acceleration slip ratio at which the highest driving force is obtained. Therefore, if the slip ratios of the left and right drive wheels are controlled so that the highest driving force is obtained on both the left and right drive wheels, the sum of the lateral forces of the drive wheels becomes considerably small. In order to increase the sum of lateral forces, it is necessary to sacrifice a certain amount of driving force. Therefore, in the present invention, when the vehicle is running in a state in which lateral forces are important, the left and right drive Among the rings,
Due to the high load or the high friction coefficient of the road surface, it was decided to increase the lateral force at the expense of the driving force of the drive wheel on the high driving force generating side, which can generate a high driving force.

It is possible to increase the lateral force even at the drive wheel that generates low drive force by sacrificing the drive force, but in this case, the difference in drive force between the left and right drive wheels, which originally have a difference in drive force, can be increased. This is undesirable as it becomes even larger. However, if the driving force is sacrificed at the drive wheel on the high driving force generating side as in the present invention, the difference in the driving force between the left and right drive wheels will be reduced and the driving stability will be improved.

It will increase.

Furthermore, the sum of the lateral forces can be increased by sacrificing the driving force on both the left and right driving wheels, but in this case as well, the difference in driving force between the left and right driving wheels is as small as in the present invention. No.

Furthermore, even if the sum of the lateral forces of the left and right driving wheels is the same, the greater the lateral force of the driving wheel on the side that generates the higher driving force, the better the running stability of the vehicle is. As such, it is desirable to increase the lateral force at the drive wheels that generate high driving force.

Effects of the Invention As is clear from the above explanation, the present invention adds a drive force level detection means to the drive wheel acceleration slip control device and makes simple changes to the rotation suppression control means, thereby improving the acceleration of the automobile. This has the effect of improving running stability while minimizing sacrifice in performance. The addition of the driving force level detection means and the change of the rotation suppression control means can be achieved by adding or changing a simple electronic circuit or by simply changing the computer control program, so the increase in equipment cost can be kept extremely low. This makes it possible to improve the driving stability of the vehicle while suppressing the amount of damage.

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

In FIG. 2, reference numeral 10 indicates an engine that is a driving source of the automobile. Intake manifold 12 of engine 10
The main throttle valve 14 and the sub-throttle valve 1 are
6 are provided in series, and the output torque of the engine 10 can be adjusted by opening and closing these. The main throttle valve 14 is opened or closed by operating an accelerator pedal 18, and its opening degree is detected by a main throttle valve opening sensor 20. Further, the sub-throttle valve 16 is opened and closed by a sub-throttle valve control motor 22, and its opening degree is detected by a sub-throttle valve opening sensor 24.

The engine 10 has a transmission 30. Propeller shaft 32.
A left drive wheel 36 and a right drive wheel 38 are connected via a differential device 34 . On the 36° 38 side of each drive wheel, there is a left drive shaft speed sensor 40 that detects the rotational speed of each drive wheel.
．． A right drive wheel speed sensor 42 and a left brake 44 that suppresses rotation of each drive wheel. A right brake 46 is provided.

The brakes 44 and 46 each have a fluid passage 50.5.
2 connects the left and right hydraulic pressure control valves 54 and 56. The left hydraulic pressure control valve 54 connects the left brake 44 to the reservoir 58.
This is a solenoid valve that switches between a reduced pressure state that communicates with the accumulator 60, an increased pressure state that communicates with the accumulator 60, and a maintained pressure state that does not communicate with any of them.
demagnetization.

This is done by excitation with large current and excitation with medium current. The right hydraulic pressure control valve 56 is also switched in the same manner as the excitation state of the solenoid 64 changes. Brake fluid from the reservoir 58 is supplied to the accumulator 60 by a pump 66. Starting and stopping of the pump 66 is controlled by an output signal from a pressure switch (not shown), so that a predetermined amount of brake fluid is always kept in the accumulator 60. is stored under pressure.

Left and right front wheels are shown on the left side of FIG. 2, and these are left and right idle wheels 70 and 72 that are not driven. These rotation speeds are detected by left and right idle wheel speed sensors 74 and 76, respectively. In addition, the left and right idle wheels 7
0.72 is a steering wheel whose direction can be changed by rotating the steering handle 78, and the steering angle of the steering handle 78 is detected by a steering angle sensor 80.

This vehicle further includes a visibility sensor 90. Cross wind sensor 92
A longitudinal acceleration sensor 94 and a road surface unevenness sensor 96 are provided.

As shown in FIG. 3, the visibility sensor 90 includes a light projector 100 and a light receiver 102, which are provided outside the vehicle body 98 to face each other, and detects whether the visibility is good or bad based on fluctuations in the amount of light received by the light receiver 102. It is something.

The cross wind sensor 92 is connected to the vehicle body 98, as also shown in FIG.
The static pressure hole 104 formed in the left and right direction of the static pressure hole 1
04 and a differential pressure sensor 106 that detects the differential pressure between the left and right sides, and detects the strength of the crosswind.

The longitudinal acceleration sensor 94 includes a pendulum that can rotate in a plane perpendicular to the longitudinal direction of the vehicle body 98, and measures the longitudinal acceleration of the vehicle body 98 from the tilt angle of the pendulum or the magnitude of the rotational moment. It is. As shown in FIG.
Gravitational acceleration 9.8 based on the longitudinal inclination angle θ of 8
(m/s2) in the longitudinal direction of the vehicle body, the inclination angle of the vehicle body 98 in the longitudinal direction, that is, the inclination angle θ of the road surface, can be calculated using the following equation.

Note that the vehicle body speed vb is determined by the left and right idle wheel speed sensors 74.
．． It is calculated as the average value of the detected speed by 76.

The road surface unevenness sensor 96 is connected to the vehicle body 98 as shown in FIG.
It is equipped with an ultrasonic sensor 108 attached to the bottom surface, and corresponds to the time it takes for the ultrasonic waves emitted from the ultrasonic sensor 108 to reflect on the road surface and return to the ultrasonic sensor 108, that is, the distance to the road surface. It emits an output signal. The DC component is removed from the output signal of the ultrasonic sensor 108 by a filter, resulting in a signal H representing the unevenness of the road surface.
s, and the root mean square roughness of the road surface Hrat is calculated from the signal H5 using the following equation. In addition, 1. -12 is the length of time to take the root mean square, and in this example, 2
It is said to be seconds.

Each of the above sensors is connected to an input section 122 of a computer 120 shown in FIG. In addition, the left and right hydraulic pressure control valves 54 and 56 and the sub-throttle valve control motor 22
is connected to the output section 124. computer 120
is CPU126. ROMI 28. RAMI 30. It is equipped with a backup RAM 132 and a bus 134, and a control program is stored in the ROMI 28, of which only the portions closely related to the present invention are extracted and shown in the flowchart of FIG.

The principle of control according to this flowchart is as follows.

Generally speaking, there is an
There is a relationship shown by the solid line in the figure. The driving force T is highest when the slip ratio S is S, and decreases whether the slip ratio S becomes larger or smaller. On the other hand, the lateral force Y decreases monotonically as the slip ratio S increases.

If the load on the left and right drive wheels and the friction coefficient of the road surface are equal, the same amount of driving force T and lateral force Y can be obtained on the left and right drive wheels, but if the load and friction coefficient are unbalanced on the left and right. In some cases, one driving wheel will have a driving force T and a lateral force Y shown by the solid line in FIG. 8, while the other driving wheel will have a relatively small driving force, as shown by the dashed line. Only force T and lateral force Y are obtained.

In such a case, if the left and right brakes 44,46 are controlled so as to keep the slip ratio S approximately at Sl, the sum of the left and right driving forces will be T + 'rtm, and the maximum driving force for the entire vehicle will be obtained. It will be done. However, the lateral force is Y-work + YL
＠, and only a relatively small lateral force can be obtained from the entire vehicle.

On the other hand, if the slip ratio of the drive wheel on the high drive force generation side is suppressed to SX and the drive force is allowed to decrease to ThX, the lateral force Y obtained by the drive wheel on the high drive force generation side is
hx increases, and the lateral force of the entire vehicle becomes YhX+
Increases to YL.

Therefore, when the vehicle is running in a state where driving force is important, both the slip ratios of the left and right drive wheels 36 and 38 are approximately S. If lateral force is important, it is desirable to control so that the slip ratio of the drive wheel on the high driving force generation side is smaller than that. In particular, as shown in FIG. 8, in a running state where the driving force Thx of the high driving force generating side drive wheel is equal to the driving force T1o of the low driving force generating side driving wheel, the left and right driving forces are balanced. This further improves driving stability.

As mentioned above, when controlling the slip ratio of the drive wheels on the high drive force generation side to be smaller than the slip ratio of the drive wheels on the low drive force generation side, it is possible to change the reference threshold value itself. In this case, it is necessary to change the threshold values for the left and right drive wheels, making control difficult. Therefore, the actual acceleration slip ratio of the drive wheel on the high driving force generation side is changed to a lower value as the importance of the lateral force increases, and the changed acceleration slip ratio is compared with a certain threshold value. It is desirable to suppress the rotation of the drive wheels when the threshold value is exceeded. In this embodiment, control is performed in this manner as described in detail below.

As shown in FIG. 7, step Sl (hereinafter simply 8
Represented by 1. The same applies to other steps) to calculate the slip ratios S, , S, of the left and right drive wheels 36.38 at 86. Then, the calculated slip rate S,
S is compared with the threshold value SX in S7 and S8, respectively, and if both are below the threshold value SX, no control is actually performed and the program execution returns to the main program. Left and right drive wheels 36°3
8, if any of the slip ratios SL, S, exceed the threshold value SX, S9 to S17 are executed, and the main throttle opening degree θ, steering angle θ3. Root mean square of road surface unevenness H43,
Vehicle speed Vb, road surface inclination angle θ5, crosswind differential pressure P5, visibility distance Lc, etc. are read or calculated, respectively. Based on these results, the control variable 01 is calculated by the following formula % formula % in S18. However, A, B, C, D, E, and F are weighted constants representing each running state, and have positive values.

Based on the calculation result, the left and right wheel distribution coefficient 08 is determined in step 319 based on the map shown in FIG. The left and right wheel distribution coefficient C is a coefficient that increases as the control variable C3 increases, and has a value from 0 to 1.

Furthermore, as is clear from the above equation, C3 is the main throttle opening degree θ1. The larger the road surface inclination angle θ, the visibility distance Le, the larger the value, and the larger the steering angle θ, the root mean square of road surface unevenness Hr+ms, and the crosswind differential pressure P3, the smaller the value. this is,
If the main throttle opening degree θ1 is large, the driver's intention to accelerate is strong, so the driving force is important, and the road surface inclination angle θ1 is large.
The driving force is also important when the distance Lc is large, and the visibility distance Lc
This is because if the steering angle θ1 is large, there is a low possibility that a sudden steering wheel operation will be performed, and the running is generally stable, so the driving force T is more important than the lateral force Y. Conversely, the steering angle θ1
．． Root mean square of road surface unevenness Hr m * and crosswind differential pressure P3
This is because if the lateral force Y is large, running stability tends to deteriorate, so it is desirable to increase the lateral force Y even at the expense of the driving force T. If the control variable C1 and the left and right wheel distribution coefficient CX are determined as described above, Cx becomes O when the driving force is particularly important, and CX becomes 1 when the lateral force Y is particularly important; CX in intermediate cases
has a value between 0 and 1.

Subsequently, in S20, the slip rate S of the right drive wheel 38 is
, is larger than the slip ratio S1 of the left driving wheel 36. If the result of the determination is YES, step 321 is executed, and if NO, step S32 is executed. Right drive wheel 3
8 slip rate S.

is larger, the left driving wheel 36 is on the high driving force generation side, so the slip ratio S of the left driving wheel 36 is determined at 321.
, and if the slip ratio SL of the left drive wheel 36 is larger, the right drive wheel 38 is on the high drive force generation side, so in S32, the right drive wheel 38 is
The slip ratio S1 is changed to a smaller value.

In S21, S,=GX(S,-3L)+S
In this equation, when CX is 0, S,=S, and when CX is 1, S,=S.

When CX is 0, that is, when the control variable 01 is small and the lateral force Y is particularly important, no change is made to the slip ratio S of the left drive wheel 36, and conversely, when C8 is 1, the driving force is T
is particularly important, the slip ratio SL of the left drive wheel 36 is changed to be equal to the slip ratio Sr of the right drive wheel 38.

When the importance of lateral force Y and driving force T is intermediate,
The slip rate S of the left driving wheel 36 is the actual slip rate S,
and the slip ratio S of the right drive wheel 38.

Thereafter, in S22 to S26, slip control of the right drive wheel 38 is performed, and in S27 to S31,
Slip control of the left drive wheel 36 is performed. If each slip ratio exceeds the threshold value, the hydraulic pressure of the brakes 44 and 46 is reduced by the hydraulic pressure control valves 54 and 56, and
The opening degree of the auxiliary throttle valve 16 is increased by the auxiliary throttle pulse 7' control m motor 22, and if the opening degree is below a threshold value, the braking force is increased and the auxiliary throttle valve 16 is throttled.

At this time, for the right drive wheel 38, the hydraulic pressure of the right brake is increased depending on whether the actual slip ratio S1 calculated in S6 exceeds the threshold value SX.

While the pressure reduction and the opening/closing of the auxiliary throttle valve are controlled, on the left driving wheel 36 side, the slip rate S calculated in S5 and the change in S21 is the slip rate S, which is the threshold value SX. Pressure increase or decrease of the left brake 44 and sub-throttle valve 16 depending on whether the
The opening and closing of is controlled. That is, the threshold value SX with which the slip ratios of the left drive wheel 36 and the right drive wheel 38 are compared is the same, but the actual slip ratio S for the left drive wheel 36 is set to a smaller value. Threshold S
In reality, the slip ratio S1 of the right drive wheel 38 is controlled to approximately SX in FIG. 8, and the slip ratio SL of the left drive wheel 36 is controlled to be any one from SX to 81 in FIG. It will be controlled by the value.

If the slip rate S of the left drive wheel 36 is larger than the slip rate S of the right drive wheel 38, similar control is performed in S32 to S42.

As is clear from the above explanation, in this example,
Main throttle valve opening sensor 20. Steering angle sensor 80
．． Visibility sensor 90. Cross wind sensor 92, longitudinal acceleration sensor 94. The road surface unevenness sensor 96 and the like constitute a driving state detection means.

Furthermore, the left and right driving wheel speed sensors 40.42 and the left and right idle wheel speed sensors 74,76, an area of the ROM 128 that stores the program for executing steps 81 to S6 in FIG. 7, the CPU 126 and the RAMI 30 An acceleration slip rate detection means is configured, and an area storing the acceleration slip rate detection means, a program for executing 320 in FIG. 7 of the ROM 128, and the CPU 12.
6 and the RAM 130 constitute driving force level detection means. In addition, left and right brakes 44, 46, left and right hydraulic pressure control valves 54, 56 . The accumulator 60 and the like constitute a rotation suppressing means for the left and right drive wheels, and the ROM1
The area storing the programs S9 to S42 in FIG. 7 of 28, the CPU 126 and the RAM 130
The rotation suppression control means is constituted by these.

In this embodiment, in order to suppress the rotation of the drive wheels 36 and 38, the sub-throttle valve 16 is used in conjunction with the brakes 44 and 46, and the drive torque that should be absorbed by the brakes during acceleration slip control is generated. However, it is not necessarily essential to reduce the output torque of the drive source using the sub-throttle valve 16 or the like, and it is also possible to suppress the rotation of the drive wheels only by using the brake.

Further, the control means for suppressing the slip ratio of the drive wheels on the high drive force generation side to be smaller than the slip ratio of the drive wheels on the low drive force generation side is not limited to the above.

Although not illustrated in detail, the present invention can be implemented in various modifications and improvements based on the knowledge of those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a block diagram conceptually showing the configuration of the present invention. FIG. 2 is a system diagram showing an acceleration slip control device which is an embodiment of the present invention. 3 is a plan view schematically showing the configuration of the visibility sensor and crosswind sensor shown in FIG. 2. FIG. Fourth
The figure is an explanatory diagram showing the principle of determining the inclination angle of a slope using a longitudinal acceleration sensor. FIG. 5 is a side view schematically showing the configuration of the road surface unevenness sensor shown in FIG. 2. FIG. Figure 6 is the second
FIG. 2 is a block diagram showing the configuration of a computer in the figure. FIG. 7 is a flowchart showing only the parts deeply related to the present invention extracted from the control program stored in the ROM shown in FIG. FIG. 8 is a graph for explaining the principle of acceleration slip control according to the flowchart of FIG. 7. FIG. 9 is a graph showing the relationship between the control variable C and the left and right wheel distribution coefficient C. 10: Engine 12: Intake manifold 14: Main throttle valve 16: Sub-throttle valve 20: Main throttle valve opening sensor 36; Left drive wheel 38: Right drive wheel 40: Left drive wheel speed sensor 42: Right drive wheel Speed sensor 44: Left brake 46: Right brake 54: Left hydraulic pressure control valve 56: Right hydraulic pressure control valve 70: Left idle wheel 72:
Right idle wheel 74: Left idle wheel speed sensor 76: Right idle wheel speed sensor 78: Steering handle 80: Steering angle sensor 90: Visibility sensor 92: Cross wind sensor 94: Longitudinal acceleration sensor 96: Road surface unevenness sensor FIG. shi-------------1-,,,-J 6th rl
A Figure 9a

Claims (4)

[Claims] (1) Driving state detection means for detecting the driving state of a vehicle; acceleration slip ratio detection means for individually detecting acceleration slip ratios of left and right drive wheels of the vehicle; and which of the left and right drive wheels has a higher driving force. driving force level detection means for detecting whether the driving force is on a high driving force generation side that can generate a high driving force or a low driving force generation side that can generate only a low driving force; and individually suppressing rotation of the left and right driving wheels. When the running state detected by the rotation suppressing means and the running state detecting means is a state in which driving force is important, the acceleration slip ratio detected by the acceleration slip ratio detecting means is equal to or lower than that of the left and right driving wheels. The rotation suppressing means is controlled to a value that provides the highest driving force, and when the driving state is a state in which lateral force is important, the slip ratio of the high driving force generating side drive wheel is set to the value that yields the highest driving force. A drive wheel acceleration slip control device for an automobile, comprising: rotation suppression control means for controlling the rotation suppression means so that the slip ratio is lower than the slip ratio of the drive wheel on the low driving force generation side. (2) The rotation suppression control means sets the acceleration slip ratio to a value that provides the highest driving force for the drive wheel on the low driving force generation side when the driving state is a state in which lateral force is important. According to claim 1, the rotation suppressing means is controlled so that the acceleration slip ratio of the drive wheel on the high drive force generation side becomes a value lower than a value that allows the highest drive force to be obtained. Acceleration slip control device as described. (3) The rotation suppression control means detects the acceleration slip ratio of the drive wheel on the high driving force generation side when the running state detected by the running state detection means is a state in which lateral force is important. The acceleration slip rate detected by is changed to a lower value as the importance of the lateral force is higher, and the changed acceleration slip rate is compared with a certain threshold, and when that threshold is exceeded. 3. The acceleration slip control device according to claim 1, wherein the rotation suppressing means suppresses rotation of the drive wheel on the high driving force generation side. (4) The acceleration slip control device according to any one of claims 1 to 3, wherein the driving state detection means includes at least one of a crosswind detection means, a road surface unevenness detection means, and a visibility detection means. .