JPH058710A - Vehicle slip control device - Google Patents

Abstract

(57) [Summary] [Purpose] Optimize the control set values for slip control to perform slip control even better. The torque applied to the drive wheels is controlled so that the actual slip values of the front wheels 1FL and 1FR as the drive wheels become a predetermined engine target value STE or brake control target value STB. Control set values for slip control, for example, target values STE, STB, control start threshold value SS, control end threshold value SC, etc. are corrected based on the lateral acceleration acting on the vehicle body, that is, lateral G. As shown in FIG. 15, the correction coefficient K5 based on the lateral G becomes smaller as the lateral G becomes larger, and the correction coefficient K5 when the lateral G is small.
Is set to be larger than the change rate of the correction coefficient K5 when the lateral G is large.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle slip control device for preventing excessive slip of driving wheels on a road surface.

[0002]

2. Description of the Related Art Various slip control devices (traction control devices) have been proposed which prevent excessive slippage of driving wheels on a road surface during acceleration of a vehicle and thereby satisfy acceleration and vehicle stability. ing.

The slip control is performed by reducing the torque applied to the drive wheels, and therefore the brake control for applying a brake force to the drive wheels and the engine for reducing the torque (output) generated by the engine. Control is performed. In both the brake control and the engine control, the feedback control is generally performed so that the actual slip value of the driving wheels on the road surface becomes a predetermined target value.

JP-A-60-128 discloses that slip control is performed by both brake control and engine control.
No. 028 and Japanese Patent Laid-Open No. 63-166649. Japanese Unexamined Patent Publication No. 60-128028 discloses that engine control is started when the rotational speed difference between the left and right drive wheels exceeds a predetermined value. JP 63-1
Japanese Patent No. 66649 discloses that only the engine control is performed when the slip value of the drive wheel is small, and both the engine control and the brake control are performed when the slip value of the drive wheel becomes large. Has been done.

In the slip control, various control set values such as a control start threshold value, a control end threshold value, and a target value for feedback control are set, and the slip control is performed based on this control set value. Will be performed. How to set the control set value determines whether or not the slip control can be favorably performed. On the other hand, if the control set value is kept at a certain fixed value, good slip control cannot be achieved. Therefore, various corrections of the control set value have been proposed. It is already known to use the road surface μ as a parameter for correcting the control set value. In addition, Japanese Patent Laid-Open No. 64-16460 proposes correcting the target value by using the yaw vibration of the vehicle body as a parameter.

[0006]

The correction of the control set value by the road surface μ is preferable for performing good slip control, but the estimation of the road surface μ can be accurately judged not during the slip control. It has the drawback of not having it. The reason why the road surface μ is used as a correction parameter is that the grip force of the drive wheel, that is, the longitudinal force, which changes according to the road surface μ, is taken into consideration. On the other hand, it is desirable that the slip control be performed in consideration of not only the longitudinal force of the driving wheels but also an appropriate balance with the lateral force. Therefore, the longitudinal force and the lateral force are appropriately balanced. It is desirable to set a control set value that can be set.

Therefore, it is an object of the present invention to provide a vehicle slip control device capable of performing more preferable correction of a control set value to perform better slip control.

[0008]

To achieve the above object, the present invention has the following configuration. That is, torque adjusting means for adjusting the torque applied to the drive wheels, slip detecting means for detecting the slip value of the drive wheels with respect to the road surface,
Slip control means for controlling the torque adjusting means on the basis of a predetermined control set value so that the slip value detected by the slip detecting means becomes small; lateral G detecting means for detecting lateral acceleration acting on the vehicle body; Correction means for correcting the control set value based on the lateral acceleration detected by the lateral G detection means, and the correction coefficient by the correction means is set to be smaller as the lateral acceleration increases. The change rate of the correction coefficient when the lateral acceleration is small is set to be higher than the change rate of the correction coefficient when the lateral acceleration is large.

[0009]

The fact that the lateral acceleration acting on the vehicle body (hereinafter referred to as lateral G) is small means that the lateral force of the drive wheels has a considerable margin. Therefore, by making the correction coefficient smaller as the lateral G becomes larger, it is possible to perform appropriate slip control in consideration of the margin of the lateral force, that is, the longitudinal force control of the driving wheels.

The change rate of the correction coefficient when the lateral G is small is
Setting the rate of change larger than the rate of change of the correction coefficient when the lateral G is small is a correction that anticipates that the lateral G will be large. That is, slip control prior to a predicted large slip can be performed.

Various control set values can be selected to be corrected by using the lateral G as a parameter. For example, there are a target value, a control start threshold value, a control end threshold value and the like. In particular, it is preferable to correct the control start threshold value in order to satisfactorily perform the slip control under the condition where the road surface μ cannot be accurately estimated from the beginning.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 1, 1FL is a left front wheel, 1FR is a right front wheel, 1RL is a left rear wheel, and 1RR is a right rear wheel. The engine 2 is horizontally mounted on the front of the vehicle body, and the torque generated by the engine 2 is transmitted to the clutch 3, the transmission 4, and the differential gear 5, and then the left front shaft is passed through the left drive shaft 6L. 1FL and is transmitted to the right front wheel 1FR via the right drive shaft 6R. In this way, the vehicle has front wheels 1F.
L and 1FR are driving wheels, and rear wheels 1RL and 1RR are driven wheels.

Brake 7FR to 7R mounted on each wheel
R is a hydraulic disc brake.
Further, the master cylinder 8 as a source of the brake fluid pressure is generated.
Is a tandem type having two discharge ports 8a and 8b. The break pipe 13 extending from one discharge port 8a of the master cylinder 8 is branched into two in the middle,
The branch pipe 13F is connected to the left front wheel brake 7FL (the wheel cylinder mounted in the caliper), and the branch pipe 13R is connected to the right rear wheel brake 7RR.
The branch pipe 14 extending from the other discharge port 8b of the master cylinder 8 is also branched into two, the branch pipe 14F is connected to the right front wheel brake 7FR, and the branch pipe 14R is connected to the left rear wheel brake 7RL. It is connected.

Branch pipe 13 for front wheels, that is, for drive wheels
Electromagnetic hydraulic pressure adjusting valve 15L or 1 is provided on F and 14F.
5R is connected, and an electromagnetic opening / closing valve 16L or 16R is connected to the branch pipes 13R and 14R for the rear wheels. The hydraulic pressure adjusting valves 15L and 15R are the brake 7FL,
The brake fluid pressure supply from the master cylinder 8 to the 7FR and the brake fluid pressures of the brakes 7FL and 7FR are provided in the pipe 2
The mode of switching to the reservoir tanks 22L and 22R via 1L and 21R is switched. The brake liquid in the reservoir tank 21L is returned by the pump 23L to the pipe 13 via the pipe 25L to which the check valve 24L is connected. Similarly, the brake liquid in the reservoir tank 22R is pumped by the pump 23L.
By R, the check valve 24R is returned to the pipe 14 via the pipe 25R to which the check valve 24R is connected.

The stepping force on the brake pedal 12 is
It is transmitted to the master cylinder 8 via a booster or brake booster 11. This booster 11 is basically the same as a known vacuum booster, but during slip control, as will be described later, even if the brake pedal is not stepped on, a boosting operation is performed. Is configured to do.

The booster 11 has a case 31 fixed to the vehicle body and the master cylinder 8, and the inside of the case 31 is formed by a diaphragm 32 and a valve body 33 fixed thereto. A chamber 34 and a second chamber 35 are defined. Negative pressure (for example, intake negative pressure of the engine 2) is constantly supplied to the first chamber 34, and when the brake pedal is not depressed, the second chamber 35 is communicated with the first chamber 34 and -The operation of the star 11 is stopped. When the brake pedal 12 is depressed,
Atmospheric pressure is supplied to the second chamber 35, whereby the diaphragm 32 is displaced forward together with the valve body 33 to perform a boosting function.

The switching between the negative pressure supply and the atmospheric pressure supply to the second chamber 35 is basically performed by a valve device mounted inside the valve body 33. This valve body 33
The part will be described with reference to FIG.

First, the valve body 33 has a power piston 41 fixed to the diaphragm 32, and a reaction disk 42 and a base end portion of the output shaft 43 are provided in a recess 41a formed in the power piston 41. And are fitted. The output shaft 43 serves as an input shaft of the master cylinder 8. A valve plunger 45 is attached in the valve body 33 at the tip of the input shaft 44 connected to the brake pedal 12. A vacuum valve 46 is arranged behind the valve plunger 45.

The power piston 41 has a pressure introducing passage 50.
The pressure introducing passage 50 is always communicated with the space X formed around the valve plunger 45. This space X is always communicated with the second chamber 35. A valve seat 47, on which the vacuum valve 46 is seated, is formed at the end of the pressure introducing passage 50 that opens toward the space X. In addition, the vacuum valve 46 is a valve plunger 45.
The valve seat 45a formed at the rear end is also seated on and off.

In the above structure, it is assumed that negative pressure is being introduced into the pressure introducing passage 50. In this state, when the brake pedal 12 is not depressed, the vacuum valve 46 is seated on the valve seat 45a by the urging force of the springs 48 and 49 in the state of FIG. 2, but is separated from the valve seat 47. ing. Therefore, the pressure introducing passage 5
The negative pressure from 0 is introduced into the second chamber 35 through the space X, and the boosting action is not performed.

When the brake pedal 12 is depressed,
The input shaft 44 and therefore the valve plunger 45 are moved forward (moved leftward in the figure). During this forward movement, the vacuum valve 46
Is first seated on the valve seat 47, and the space X and the pressure introducing passage 50 are
Communication with the vacuum valve 46 and then the valve seat 45
a is separated. By separating the vacuum valve 46 and the valve seat 45a, the atmospheric pressure from the rear of the valve body 33 is introduced into the space X, and the second chamber 35 becomes the atmospheric pressure. As a result, the diaphragm 32 is displaced forward together with the valve body 33, and as a result, the output shaft 43 moves forward and a boosting action is performed. The brake reaction force from the master cylinder 8 is transmitted to the valve plunger 45 and thus the brake pedal 12 via the reaction disc 42.
When the stepping operation force of the brake pedal 12 is released, the return spring 36 (see FIG. 1) returns to the state of FIG. 2 to prepare for the next boosting action.

The part described above is the same as the known vacuum booster, but in this embodiment, the negative pressure of the first chamber 34 is introduced into the pressure introducing passage 50 for slip control. The state is switched to the state where the atmospheric pressure is introduced. That is, the first chamber 34 and the pressure introducing passage 5
0 is connected via a pipe 37, and a three-way electromagnetic switching valve 38 (see FIG. 1) is connected to the pipe 37. The switching valve 38 communicates the pressure introducing passage 50 with the first chamber 34 during demagnetization, and introduces atmospheric pressure into the pressure introducing passage 50 during excitation. When the switching valve 38 is excited and atmospheric pressure is introduced into the pressure introducing passage 50, the space X, and thus the second chamber 35.
Becomes atmospheric pressure even when the brake pedal 12 is not depressed, and as a result, a boosting action is performed to generate a brake hydraulic pressure in the master cylinder 8.

FIG. 3 schematically shows a control system, in which U is a control unit constituted by using a microcomputer.
The signals from the sensors or switches S1 to S7 are input. The sensors S1 to S4 detect the rotation speeds of the wheels 1FL to 1RR. The switch S5 is an accelerator switch that is turned on when the accelerator pedal 10 is fully closed. Switches S6 and S7 are not
It is operated when the key pedal 12 is depressed, and for example, one switch is a normally open type and the other is a normally closed type. Further, although the control unit U outputs to each device shown in FIG. 3, reference numeral 9 is a torque adjusting means for adjusting the torque generated by the engine 2. The torque adjusting means 9 adjusts the intake air amount,
Alternatively, the generated torque is adjusted by combining the number of fuel cut cylinders and the ignition timing adjustment.

Next, an outline of slip control is shown in FIG.
The explanation will be made by also referring to. In FIG. 4, the left drive wheel 1
An example is shown in which the right drive wheel 1FR is not slipped and the right drive wheel 1FR is largely slipped.

Engine Control First, engine control starts with the left and right front wheels 1FL, 1FR.
Of the respective slip values, the larger slip value becomes greater than or equal to a predetermined start threshold value (t in FIG. 4).
1 time point). The engine control is performed by feedback controlling the torque adjusting means 9 so that the actual slip value becomes the engine target value (first target value) STE. The engine control is stopped when the accelerator is fully closed or when the actual slip value reaches the control continuation threshold value SC (smaller than the first target value) for a predetermined time or longer (Fig. 4 from t6 to t7).

Break Control The start of the brake control is when all of the following conditions are satisfied. The first start condition is that the engine is being controlled. The second start condition is the left and right drive wheels 1FL, 1F.
This means that the difference between the actual slip values of R has become equal to or greater than the predetermined value (t2 in FIG. 4). The third start condition is that the vehicle speed is equal to or lower than the predetermined first vehicle speed V1. The fourth start condition is that a predetermined delay time described below has elapsed.

Prior to the start of the brake control, a response delay is expected, and at the same time when the engine control is started, the switching valve 38 is started.
Is boosted, the booster 11 is put into the boosting action state, the hydraulic pressure adjusting valves 15L and 15R are in the relief position, and the opening / closing valves 16L and 16R are closed. Then, after exciting the switching valve 38, when the actual slip value shows a predetermined deceleration (the time until the predetermined deceleration is shown is the delay time, between t2 and t3 in FIG. 4). , Blur
Control is started.

For the brake control, the left and right drive wheels 1FL, 1F are used.
By independently controlling the feedback of the hydraulic pressure adjusting valves 15L and 15R so that the actual slip value becomes the brake target value (second target value) STB (> STE). Is performed (duty control).

The break control is stopped when any one of the following conditions is satisfied. The first stop condition is when the engine control is stopped. The second stop condition is when the vehicle speed becomes a high vehicle speed equal to or higher than a predetermined second vehicle speed V2 (V2> V1). The third stop condition is that the control signals for the left and right hydraulic pressure adjustment valves 15L and 15R both indicate a reduced pressure and for a predetermined time (500 mse in the embodiment).
c) It is when it continues (t4 to t5 in FIG. 4).

The fourth stop condition is the left and right brakes 7F.
This is when the brake fluid pressures of L and 7FR both become zero. The fifth stop condition is when the depression of the brake pedal 12 is detected by one of the switches S6 and S7 (the brake pedal 12 is depressed by the switches S6 and S7). If that is detected, the start of the brake control is prohibited).

When the brake control is stopped, the switching valve 38 is operated as long as the engine control is performed, the hydraulic pressure adjusting valves 15L and 15R are in the relief position, and the opening / closing valve 1
6L and 16R are closed (the same state as the standby state until the start of the brake control). The switching valve 38 is demagnetized when the engine control is stopped or when the brake pedal 12 is depressed.

Next, a control example of the present invention will be described with reference to the flow charts of FIG. 5 and subsequent figures. In the following description, P indicates a step. FIG. 5 shows the overall flow. First, at P1, signals from respective sensors are input, and then at P2, the rotational speeds WSRL and WSRR of the left and right drive wheels 1FL, 1FR are averaged, The vehicle speed VS is calculated.

At P3, as will be described later, a first target value STE for engine control and a second target value STB for brake control are determined (STB> STE). In P4,
The slip value SFL of the left driving wheel 1FL is the rotational speed W
It is calculated by subtracting the vehicle speed VS from SFL, and similarly, the slip value SFR of the right drive wheel 1FR is calculated by subtracting the vehicle speed VS from its rotation speed WSFR.

In the processes of P5 to P7, the larger slip value of the slip values SFL and SFR of the left and right drive wheels is set as the slip value SA for engine control. In P8, it is determined whether or not the slip flag is currently 1, and when the slip flag is 1, it means that the slip control is being performed (at least the engine control is being performed). When the determination in P8 is NO, after the start determination of engine control, which will be described later, is made in P9,
At 0, the end determination described later is made.

When the determination in P8 is YES, the engine control is performed in P11, and then in P12.
It is determined whether or not the break flag is 1, and when the break flag is 1, it means that the break control is in progress. When the determination in P12 is NO, after the brake start determination described below is performed in P13, the determination in P10 is performed.
Move to. If the determination in P12 is YES, P
After the brake control is performed at 14, the process proceeds to P10.

FIG. 6 shows the contents of P9 in FIG. First,
At P21, the actual slip value SA for the engine
Is greater than or equal to a predetermined value, that is, a predetermined start threshold value (SS) set as described later. P
If the determination in step 21 is NO, it means that the slip control is unnecessary, and therefore the routine is returned to P1 as it is. When the determination in P21 is YES, the slip flag is set to 1 in P22, the engine control is started in P23, and the brake control start is prepared in P24. Specifically, the preparation at P24 is performed by the switching valve 38.
To generate a brake hydraulic pressure in the master cylinder 8, to set the hydraulic pressure adjusting valves 15L and 15R to the relief position, and to close the open / close valves 16L and 16R. .

FIG. 7 shows the contents of P13 in FIG. First, at P31, it is judged if the vehicle speed VS is equal to or lower than the first vehicle speed V1. If YES in the determination in P31, the rotational speed difference DNL between the left and right drive wheels 1FL and 1FR is calculated in P32, and then in P33.
It is determined whether this difference DNL is greater than or equal to a predetermined value.
If YES in the determination in P33, in P34,
It is determined whether or not a predetermined delay time has elapsed since the above difference occurred (t2 to t3 in FIG. 4). If the determination in P34 is YES, the brake flag is set to 1 in P35, and then in P36, the hydraulic pressure adjusting valve 15L,
The brake control is started by controlling 15R. NO if the name is P31, P33, or P34
In case of, it ends as it is.

FIG. 8 shows the contents of P10 in FIG. First, in P41, it is determined whether or not the accelerator is fully closed. When the determination in P41 is YES, P42
At S43, after the slip control, that is, the engine control and the brake control are both stopped, each flag is reset to 0 at P43.

When the determination in P41 is NO, it is determined in P45 whether the actual engine control slip value SA is less than or equal to the end threshold value (SC) set as described later. . When the determination in P45 is YES, in P46, it is determined whether or not the state in which SA is equal to or less than the termination threshold SC continues for 1000 msec. When the determination in P46 is YES, the process shifts to P42 and the slip control is stopped.

If NO in P45 or P46, it is determined in P47 whether or not the vehicle speed VS is equal to or higher than the second vehicle speed V2. If YES in P47, again in P48. The brake control is stopped while gradually reducing the brake fluid pressure to prevent slippage, and then the brake flag is reset to 0 at P49. The break control is gradually stopped by reducing the pressure reducing signal to the hydraulic pressure adjusting valves 15L and 15R at predetermined time intervals, but the degree of pressure reduction at each time becomes large. Restrictions are added to prevent it from passing.

When the determination in P47 is NO, it is determined in P50 whether the brake fluid pressures of the brakes 7FL and 7FR for the left and right drive wheels have become zero. This P50
If the determination is YES, the brake control is stopped in P51 and then the process proceeds to P49. The estimation of the brake fluid pressure can be indirectly obtained by various methods already proposed, but a sensor for directly detecting the brake fluid pressure can be used.

If the determination in P50 is NO, it is determined in P52 whether or not the control signals to the hydraulic pressure adjusting valves 15L and 15R both indicate a pressure reduction.
If the determination is YES, it is determined whether or not the state where both the pressure reduction signals are 0 continues for 500 msec. If the determination in P53 is YES, the brake control is stopped in P51. When the determination in P52 or P53 is NO, the process ends as it is (continuation of engine control and brake control).

Here, the break switch S6 or S
On the other hand, when it is detected that the brake pedal 12 is depressed, the brake control is forcibly stopped by the interrupt process for the flow chart.

FIG. 9 shows an example of control for correcting the control set value based on the lateral acceleration. In the embodiment, the correction of the target values STB and STE in P3 of FIG. 5 and the predetermined value in P21 of FIG. 6 are performed. A case where the correction of the value, that is, the start threshold value and the correction of the end threshold value at P45 of FIG.

Based on the above, first, at P61, the vehicle body acceleration is calculated by differentiating the vehicle speed. Next, at P62, the road surface μ is estimated based on the vehicle speed and the vehicle body acceleration. In P63, referring to FIG. 10, based on the estimated road surface μ, the engine basic target value STEO and the brake control basic target value STBO are obtained.
And the basic end threshold SCO is determined.

In P64 to P66, the correction coefficient K1 according to the vehicle speed (see FIG. 11), the correction coefficient K2 according to the accelerator opening degree (see FIG. 12), and the correction coefficient K3 according to the steering angle of the steering wheel (FIG. 13). (See) and is determined. At P67, the correction factors K1 to K3 are added to the engine control basic target value STEO.
The target value STE is calculated by multiplying by. Similarly, a basic coefficient STBO for brake control is added to the correction coefficient K1.
The target value STB is calculated by multiplying by K3. After the correction coefficient K4 (see FIG. 14) according to the vehicle speed is determined in P69, the basic start threshold value SSO is multiplied by the correction coefficient K4 in P69.
The start threshold value SS is calculated.

At P71, the lateral acceleration acting on the vehicle body, that is, the lateral G is calculated based on the steering angle and the vehicle speed. Of course, a sensor for lateral G detection can be used separately. P
At 72, the correction coefficient K5 according to the lateral G is determined. As shown in FIG. 15, the correction coefficient K5 is set to decrease as the lateral G increases, and the change rate when the lateral G is small, that is, the change in the correction coefficient K5 when the lateral G changes by a predetermined amount. The amount is set to be larger than the rate of change when the lateral G is large. By the way, Figure 15
In FIG. 6, the hatched area is an area where slippage is unlikely to occur on a high μ road. In other words, the correction coefficient K5 when the lateral G is small is set so as to correspond to a predicted large slip, assuming that the road surface μ is small.

At P73 to P76, the above-mentioned target value ST
The final value is set by multiplying E, STB, the start threshold value SS, and the basic end threshold value SCO by the correction coefficient K5. The engine control or the brake control described above is executed by the control set values STE, STB, SS, and SC set by P73 to P76.

Although the embodiment has been described above, the slip value is calculated not as the difference between the driving wheel and the driven wheel but as a ratio, for example, as the driving wheel speed / driven wheel speed, or (driving wheel speed-driven wheel speed). ) / Driven wheel speed can also be shown.
In addition, the brake hydraulic pressure for controlling the brake is the booster 11
Alternatively, the pump may be separately generated by using a dedicated pump. Further, the control set value corrected with the lateral G as a parameter can be selected in various ways other than that shown in the embodiment.

[Brief description of drawings]

FIG. 1 is an overall system diagram showing an example of a vehicle to which the present invention is applied.

FIG. 2 is a cross-sectional view showing a main part of a brake booster.

FIG. 3 is a diagram showing a relationship between inputs and outputs to a control unit.

FIG. 4 is a time chart schematically showing a control example of the present invention.

FIG. 5 is a flowchart showing a control example of the present invention.

FIG. 6 is a flow chart showing a control example of the present invention.

FIG. 7 is a flowchart showing a control example of the present invention.

FIG. 8 is a flowchart showing a control example of the present invention.

FIG. 9 is a flowchart showing a control example of the present invention.

FIG. 10 is a diagram showing basic control set values according to road surface μ.

FIG. 11 is a diagram showing a correction coefficient according to a vehicle speed.

FIG. 12 is a diagram showing a correction coefficient according to an accelerator opening.

FIG. 13 is a diagram showing a correction coefficient according to a steering angle of a steering wheel.

FIG. 14 is a diagram showing a correction coefficient according to a vehicle speed.

FIG. 15 is a diagram showing a correction coefficient according to lateral G.

[Explanation of symbols]

1FL, 1FR Front wheels (driving wheels) 1RL, 1RR Rear wheel (driven wheel) 2 engine 7FL-7RR Break 8 master cylinder 9 Torque adjusting means 11 Break Buster (Booster) 12 brake pedal 15L, 15R Liquid pressure adjusting valve 16L, 16R open / close valve 38 Switching valve (negative pressure supply, atmospheric pressure supply switching) U control unit

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Haruki Yata             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation (72) Inventor Chizumi Izumi             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation

Claims (4)

[Claims] 1. A torque adjusting means for adjusting a torque applied to a driving wheel, a slip detecting means for detecting a slip value of a driving wheel with respect to a road surface, and a predetermined slip value detected by the slip detecting means so as to be small. The slip control means for controlling the torque adjusting means on the basis of the control set value, the lateral G detecting means for detecting the lateral acceleration acting on the vehicle body, and the lateral acceleration detected by the lateral G detecting means. A correction means for correcting the control set value, and the correction coefficient by the correction means is set to decrease as the lateral acceleration increases, and the rate of change of the correction coefficient when the lateral acceleration is small The vehicle slip control device is set so as to be larger than the change rate of the correction coefficient when it is large. 2. The slip control means according to claim 1, wherein the slip control means feedback-controls the torque adjusting means so that a slip value detected by the slip detecting means becomes a predetermined target value. The control set value is the target value. 3. The slip control means according to claim 1, wherein the control is started when the slip value detected by the slip detecting means becomes equal to or more than a predetermined start threshold value. The value is the start threshold. 4. The slip control means according to claim 1, wherein the control is terminated when the slip value detected by the slip detection means becomes equal to or less than a predetermined termination threshold value. Is the end threshold value.