JP2002106405A - Driving control unit for vehicle installed with engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method capable of conducting EGR efficiently without malfunction, such as lowering of a fuel consumption rate or occurrences of misfiring. SOLUTION: When accelerating conditions of a vehicle installed with an engine, the control unit CU controls the gear change ratio of a half toroidal type CVT, so that to set the driving conditions of the engine not to enter lowering of the fuel consumption rate due to the residual EGR, or not to enter high load-lowr operating region (region I), further not to enter worse region of anti- EGR resistance (region II) under a lean-burn condition region. According to the method, the EGR can conduct efficiently without inconveniences, such as lowering of the fuel consumption rate or the occurrences of misfiring.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a vehicle equipped with an engine, which is adapted to maintain a good operation state of the engine by controlling a gear ratio.

[0002]

2. Description of the Related Art Generally, an engine of a vehicle is provided with an EGR device for returning a part of exhaust gas as EGR to an intake system. In addition, such an EGR device is provided mainly for suppressing the generation of NOx (nitrogen oxide) by lowering the combustion temperature of the fuel in the combustion chamber. However, the exhaust gas usually contains almost no oxygen and can be said to be substantially an inert gas, so that the engine output is reduced or the combustibility of the fuel is reduced. Thus, in general, in a vehicle engine, the EGR value is reduced in a high load region where a high engine output is required.
If the EGR value is high in a high load range, problems such as a reduction in fuel efficiency due to a decrease in flammability in a gasoline engine are caused, and a problem such as generation of soot (black smoke) in a diesel engine is caused. You.

[0003] In recent years, there has been a demand for improved fuel efficiency of automobiles from the viewpoint of energy saving and the like. Further, from the viewpoint of prevention of global warming and the like, improvement of fuel efficiency is also required in order to reduce the amount of CO ₂ emitted from automobiles. In view of this, among gasoline engines, an engine in which the air-fuel ratio is made lean at the time of a low load or the like to improve fuel efficiency, that is, a so-called lean burn engine, is becoming popular. However, in such a lean burn engine, when the engine is operated with a lean air-fuel ratio, that is, at the time of lean burn, the fuel combustibility decreases. For this reason, E during lean burn
When the GR is performed, the flammability of the fuel becomes extremely poor, and in some cases, a misfire may be caused.

[0004]

SUMMARY OF THE INVENTION However, NOx
For engines designed to perform EGR in order to reduce the amount of generation, for example, gasoline engines do not cause problems such as a decrease in fuel consumption performance at high load or occurrence of misfire at lean burn, and In a diesel engine, there is no control means that enables effective EGR without causing a problem such as generation of soot at a high load.

The present invention has been made to solve the above-mentioned conventional problems, and does not cause problems such as a decrease in fuel consumption performance, the occurrence of misfire, and the occurrence of soot.
An object to be solved is to provide a means that can effectively perform EGR.

[0006]

A drive control device for a vehicle equipped with an engine according to the present invention, which has been made to solve the above-mentioned problem, comprises: (i) shifting the power (torque) output from the engine; While transmitting to the wheel (wheel side),
An automatic transmission (for example, a continuously variable transmission (CVT), a multi-stage transmission (AT), etc.) capable of changing the transmission gear ratio, and (ii) a running state (driving state) of the vehicle. And (iii) an EGR device that recirculates a part of exhaust gas to the intake system as EGR. , (Iv) EGR degree (strength)
While the EGR value (eg, EGR amount, EGR rate, etc.) having a positive relationship (correlation) with respect to is controlled to be equal to or greater than a predetermined value when the engine load is less than the first load, the engine load is controlled. And EGR control means for performing control (feedback control, feedforward control, etc.) so that the engine speed is less than a predetermined value when the load is equal to or greater than the first load. However, the first operating region in which the engine load is equal to or more than the second load that is larger than the first load and the engine speed is lower than the first speed (the torque is large, but the residual E remains high even when the engine speed increases).
The gear ratio is controlled so that the GR does not enter a region where the GR is not immediately discharged.

Generally, in the first operation region, that is, in the high-load / low-speed region, the flammability of fuel is relatively poor.
If the EGR is high, the fuel efficiency of the engine will decrease. In particular, misfires may occur in gasoline engines, and soot often occurs in diesel engines. For this reason,
In the first operation region, the EGR control is performed so that the EGR becomes relatively small. However, when the operating state of the engine suddenly enters the first operating range, EGR remaining in the intake system for a while (hereinafter referred to as “residual EGR”) is brought into the combustion chamber of the engine. During this time
The state with many EGRs continues for a while.

However, in this vehicle drive control device, when accelerating, that is, when the operating state of the engine is expected to suddenly enter the first operating area, the operating state of the engine does not enter the first operating area. As described above, the gear ratio is controlled, so that the fuel efficiency performance does not decrease due to the residual EGR, and the fuel efficiency performance is enhanced. In a gasoline engine, misfire does not occur due to residual EGR, while in a diesel engine, soot does not occur due to residual EGR. For this reason, the merchantability of the engine or the vehicle is improved.

[0009] When the engine is a gasoline engine, the drive control device for a vehicle according to the driving state may be configured such that the engine load is less than the second load and the engine speed is higher than the first speed. In the second operation region (compression stroke injection region in the direct injection type engine) in which the air-fuel ratio is smaller than the stoichiometric air-fuel ratio (λ = 1), the air-fuel ratio control is executed. Preferably, air-fuel ratio control means is provided. When such air-fuel ratio control (hereinafter, referred to as "lean burn control") is performed, misfire is very likely to occur when the EGR is large, so that the above-described misfire prevention effect is effective.

[0010] In the drive control device for a vehicle equipped with the gasoline engine, the speed ratio control means does not enter an operation region near the second rotation speed in the second operation region within a predetermined period immediately after acceleration. It is preferable to control the gear ratio as described above. In general, when lean burn control is performed, stratified charge combustion is performed in the second operation region, that is, in the low load / low speed region, but in the operation region, the second stratified combustion is performed.
Since the stratification of the fuel or the air-fuel mixture is relatively difficult in the operating region near the rotation speed, the EGR resistance is low. However, if the speed ratio is controlled in this manner, the engine operating state does not enter the low EGR resistance operating region within a predetermined period immediately after acceleration, so that occurrence of misfire due to residual EGR is prevented. .

Further, in the drive control device for a vehicle equipped with the gasoline engine, the speed ratio control means determines that the operating state of the engine is within the second operating range immediately after the acceleration in the operating range below the first rotational speed. More preferably, the speed ratio is controlled so as to enter a region near the second load (corresponding to a vehicle without a torque converter). In this way, during acceleration, the operating state of the engine remains relatively long in the region near the second load.
The region near the second load has high EGR resistance. In other words, the operating state of the engine remains in this high EGR resistance region until the residual EGR is sufficiently reduced.
The above-mentioned problems caused by GR can be substantially eliminated.

When the engine is a diesel engine, it is preferable that the second load is set to a load above which the generation of soot exceeds a predetermined value. This makes it possible to more effectively prevent or reduce the generation of soot due to the residual EGR.

According to a second aspect of the present invention, there is provided a drive control device for a vehicle equipped with an engine, wherein (i) a power (torque) output from the engine is changed and transmitted to wheels (wheel side), An automatic transmission (for example, a continuously variable transmission (CV)) capable of changing the transmission gear ratio
T), a multi-stage transmission (AT) or the like, and (ii) a gear ratio control means for controlling a gear ratio based on a running state (driving state) of the vehicle. In the drive control device, (iii) a part of the exhaust gas is
An EGR device that recirculates the air to the intake system as (IV) EGR
The EGR value (EGR amount, EGR rate, etc.) having a positive relationship (correlation) to the degree (strength) of the
The EGR is controlled according to a target EGR value set so that the load is equal to or more than a predetermined value when the load is less than the first load and less than the predetermined value when the engine load is equal to or more than the first load (feedback control, feedforward control, etc.). (V) the speed ratio control means performs the actual EGR control when the air-fuel ratio is lean (λ> 1) during acceleration.
The gear ratio is changed (controlled) so that the value substantially matches the target EGR value.

[0014] Also in this vehicle drive control device, similarly to the vehicle drive control device according to the first aspect of the present invention, fuel efficiency performance does not decrease due to residual EGR.
Fuel efficiency is improved. Also, with gasoline engines,
There is no misfire due to residual EGR, while no soot generation due to residual EGR occurs in diesel engines.
For this reason, the merchantability of the engine or the vehicle is improved.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be specifically described below. (Embodiment 1) First, Embodiment 1 will be described with an example in which the engine is a gasoline engine. As shown in FIG. 1, a gasoline engine 1 (hereinafter, referred to as “engine 1”) mounted on a vehicle (not shown) moves from an intake passage 3 into a combustion chamber 4 when an intake valve 2 is opened. The air for fuel combustion is sucked into the air. Then, fuel (gasoline) is injected from the fuel injection valve 5 into the air in the combustion chamber 4 at a predetermined timing to form an air-fuel mixture.

This mixture is compressed by the piston 6, ignited by the spark plug 7 at a predetermined timing, and burned. The combustion gas, that is, the exhaust gas, is discharged to the exhaust passage 9 when the exhaust valve 8 is opened. In the exhaust passage 9, a first exhaust gas purifying device 10 (catalytic converter) and a second exhaust gas purifying device 11
(Catalyst converter). Note that a linear O ₂ sensor 12 that detects the oxygen concentration in the exhaust gas in the exhaust passage 9 and thus the air-fuel ratio (A / F) slightly upstream of the first exhaust gas purification device 10 (the air-fuel ratio is λ = (A normal O ₂ sensor whose output is largely inverted near 1) may be provided.

On the other hand, in the intake passage 3, an air cleaner 13 for removing dust and the like in the air, an air flow sensor 14 for detecting an air flow rate, and a throttle valve for restricting the air are arranged in order from the upstream side in the air flow direction. 15 and a surge tank 16 for stabilizing the flow of air are provided.

A part of the exhaust gas in the exhaust passage 9 is
An EGR passage 17 returning to the intake passage 3 is provided as a GR, and an EGR control valve 18 for controlling an EGR gas flow rate is provided in the EGR passage 17. Further, this vehicle includes an engine 1 and a CVT 23 (to be described later) (FIG. 2).
And a control unit CU for controlling the above. The control unit CU includes a transmission control unit, an EGR control unit,
This is a comprehensive control device including air-fuel ratio control means and the like, and based on various control information, various types of air-fuel ratio control (fuel injection control), speed ratio control, EGR control, throttle opening control, etc. Control is performed.

Hereinafter, from the engine 1 to the drive axle (drive wheel)
(Including a transmission mechanism for torque output from the engine 1) will be described. As shown in FIG.
In this torque transmission mechanism, the torque generated by the engine 1 is transmitted from an engine output shaft 20 via a damper 21 for absorbing a variation in the rotation speed of the engine 1 to an input shaft 22 (hereinafter, referred to as “the toroidal CVT 23”). CVT input shaft 22 ").

The half toroidal CVT 23 has a CVT
Input disk 24 coaxially mounted on input shaft 22
, An output disk 25 loosely fitted around the CVT input shaft 22, and a torque of the input disk 24
And a power roller 26 for transmitting the power to the motor. The output disk 25 is rotatably held by a thrust bearing 27 (supported by a fixed portion). Although not shown in detail, the power roller 26 is configured to be rotatable around its axis J. The power roller 26 has its peripheral surface in contact with the concave peripheral surface of the input disk 24 and the concave peripheral surface of the output disk 25.

Here, when the input disk 24 rotates,
Accordingly, the power roller 26 is rotated about the axis J, and the output disk 25 is further rotated by the power roller 26, so that the torque of the input disk 24 is transmitted to the output disk 25. At this time, input disk 2
4 in transmission of torque from output disk 4 to output disk 25
(Torque ratio) is obtained by calculating the radius r ₂ of the output disk 25 at a position where the power disk
6 is determined by the ratio r ₂ / r ₁ of the radius r ₁ of the input disk 24 at the position where the input disk 24 is in contact. Although not shown in detail, the power roller 26 and both disks 2
The contact position between the power roller 26 and the power roller 25 is determined by the tilt angle of the power roller 26. By adjusting the tilt angle, the speed ratio of the half toroidal CVT 23 can be arbitrarily set within a predetermined range. ing. That is, the gear ratio of the half toroidal CVT 23 can be freely changed steplessly.

The torque of the output disk 25, that is, the output torque of the half toroidal CVT 23, is applied to the CVT output gear 28 coaxially mounted on the output disk 25.
Is transmitted to the inner disk of the starting clutch 30 via the first starting clutch gear 29 meshing with the CVT output gear 28. Further, the second starting clutch gear 3 is provided on the outer disc (casing) of the starting clutch 30.
1 is attached. This second starting clutch gear 3
1 is a differential gear 3 via two intermediate gears 32, 33.
5 is engaged with the differential input gear 34 attached thereto. Thus, the torque of the output disk 25, that is, the output torque of the half toroidal CVT 23 is transmitted to the drive axle 36 when the starting clutch 30 is turned on.
When the starting clutch 30 is turned off, no torque is transmitted.

Hereinafter, the fuel injection control (air-fuel ratio control), the gear ratio control, the EGR control, and the throttle opening control, which are executed by the control unit CU, while basically referring to the flowcharts shown in FIGS. A specific control method for driving control of a vehicle including the following will be described. First, FIG.
The basic concept of drive control of a vehicle according to the present invention will be described with reference to (a) and (b). In the drive control of the vehicle, the speed ratio of the half toroidal CVT 23 is controlled based on the running state or driving state of the vehicle.
The EGR value (for example, the EGR amount, the EGR rate, etc.) is controlled so as to be equal to or more than a predetermined value when the engine torque is less than the first torque T _1, and to be a predetermined value when the engine torque is equal to or more than the first torque T _1. It is controlled to be less than.

Further, a lean burn region in which the engine torque is less than the second torque T ₂ and the engine speed is less than the second speed Ne ₂ which is larger than the first speed Ne ₁ (the compression stroke in the direct injection type engine). In the injection range, the air-fuel ratio (A / F) is controlled to be larger than the stoichiometric air-fuel ratio (λ = 1) according to the operating state. That is, lean burn is performed.

Then, at the time of acceleration, the operating state of the engine ₁ is in a region I where the engine torque is equal to or more than the second torque T ₂ greater than the first torque T ₁ and the engine speed is less than the first speed Ne _1. That is, although the engine torque is large, even if the engine speed increases, the residual EGR
Is controlled so that the vehicle does not enter a region where the vehicle is not quickly discharged. For example, during acceleration operating condition of the engine 1 changes from P ₁ to P _2, the operating state, FIGS. 7 (a)
So that not follow a path as shown in the graph G ₁ in. As a result, a reduction in fuel consumption performance or a misfire due to the residual EGR is prevented.

Further, the speed ratio is controlled so as not to enter the region II near the second rotational speed Ne ₂ in the lean burn region within a predetermined period immediately after acceleration. For example, during acceleration operation state changes from P ₁ to P _2, so that not follow a path as indicated by the graph G _4. Thus, during a predetermined period immediately after acceleration, the operating state of the engine is changed to the EG resistance.
Since it does not enter the region II with low R property, occurrence of misfire due to residual EGR is prevented.

The speed ratio is set to the first speed immediately after acceleration.
In the rotation speed Ne ₁ less operating range, the operating state of the engine 1 and the second torque region near the lean burn region, that is controlled to enter a high operating region resistant to EGR resistance.
Thereby, the operation state of the engine remains in the region where the EGR resistance is high until the residual EGR is sufficiently reduced, so that the trouble caused by the residual EGR can be substantially eliminated.

[0028] Thus, in the driving control of the vehicle, the operating condition of the engine 1, for example from P ₁ during acceleration to P _2, so that follows the path shown in the graph G ₂ in FIG. 7 (a) . However, at the time of acceleration, the operating state of the engine 1 is, even when following the path indicated by the graph G ₃ in FIG. 7 (a), the operating state of the engine 1 does not enter the region I,
In addition, since the vehicle does not enter the region II within a predetermined period immediately after the acceleration, the reduction in fuel consumption performance or the occurrence of misfire due to the residual EGR is correspondingly reduced.

The graphs H _{1 to} H ₄ in FIG.
Respectively during acceleration from P ₁ to P ₂ in FIG. 7 (a), the operating state indicates a temporal change in engine speed when following the path indicated by the graph G ₁ ~G _4. In addition,
The time points indicated by Q ₁ and Q ₂ in FIG.
(A) corresponds to P ₁ and P ₂ . In FIG. 7A (the same applies to FIG. 9D described later), the operating state is indicated by the engine speed and the torque (engine torque). An opening, an intake air amount, a load, and the like may be used.

Hereinafter, a control method of the fuel injection control which is a part of the drive control of the vehicle according to the present invention will be described. As shown in FIG. 3, in this fuel injection control, first, after various data are input in step S1, a target torque Tr is set (set) based on the accelerator opening α and the vehicle speed V in step S2. Here, the target torque Tr is, for example, as shown in FIG.
As shown in (a), it is set to increase as the accelerator opening α increases and as the vehicle speed V increases.

Subsequently, in step S3, the target torque Tr is converted into the target engine torque Ter according to the following equation 1 in accordance with the accelerator opening change amount Δα in consideration of the shift control of the half toroidal CVT 23. Ter = k × Tr... ...... Equation 1 In Equation 1, k is a conversion coefficient, and this conversion coefficient k
Is set according to the accelerator opening change amount Δα, for example, as shown in FIG. Note that the reason why the conversion coefficient k is reduced when the accelerator opening change amount Δα is small (minus side) is to reduce the load early during deceleration to enhance the fuel efficiency. The reason why the conversion coefficient k is reduced when the accelerator opening change amount Δα is large (positive side) is to prevent the air-fuel ratio (A / F) from becoming rich due to a high load. The torque shortage in this case is compensated by increasing the engine speed Ne early by the half toroidal CVT 23 (the torque is secured).

Next, after the basic injection amount P _BASE of the fuel injection valve 5 is set (set) in step S4, the process proceeds to step S5.
In the accelerator opening change amount [Delta] [alpha] is, whether the predetermined reference accelerator opening change amount [Delta] [alpha] ₀ is greater than is determined. here,
If [Delta] [alpha] is greater than [Delta] [alpha] _0, that is, if rapid acceleration, the predetermined positive value A is set to the injection quantity correction value P _acc in step S6. That is, the fuel injection amount is increased so that the air-fuel ratio (A / F) becomes substantially equal to or higher than the stoichiometric air-fuel ratio. On the other hand, if Δα is equal to or smaller than Δα ₀ , that is, if it is not rapid acceleration, the injection amount correction value P
_acc is set to 0.

Next, in step S8, the fuel injection amount _PT is set (set) by the following equation (2). P _T = P _BASE + P _acc Equation 2 Subsequently, after the injection timing is set (set) in step S9, injection is performed in step S10. Then, the current routine ends (return).

Here, the fuel injection is performed as follows. That is, the stoichiometric air-fuel ratio region (λ = 1
In the range, the fuel injection is divided into two times, and one time is executed in the intake stroke to the first half of the compression stroke (the injection amount Pl and the injection timing I).
l) The other time is executed in the latter half of the compression stroke (injection amount P
t, injection timing It). The fuel injection may be performed only once during the intake stroke.

In the rich region in FIG. 8C, fuel injection is performed only once during the intake stroke (Pl and Il set,
Pt = 0, It = 0). Also, in the lean region in FIG. 8C, fuel injection is performed only once in the latter half of the compression stroke (Pt and It set, Pl = 0, Il = 0). In this case, the fuel injection timing is set so that the fuel becomes rich around the ignition plug 7 and the fuel becomes thin (approximately air) around the spark plug 7, that is, the fuel is stratified. For example, the fuel injection timing is advanced as the engine speed, the fuel injection amount, or the target torque increases.
Here, the fuel injection timing may be fixed. At the time of rapid acceleration, that is, when [Delta] [alpha] is greater than [Delta] [alpha] ₀ is the total fuel is injected in the intake stroke.

Hereinafter, a control method of the speed ratio control which is a part of the drive control of the vehicle according to the present invention will be described. As shown in FIG. 4, in this speed ratio control, first, various data are input in step S11. Subsequently, in step S12, using the shift map as shown in FIG. 9A, for example, the basic gear ratio R based on the engine speed Ne and the vehicle speed V is used.
_BASE is set (set).

Next, at step S13, the accelerator opening degree is changed.
Is the reference accelerator opening change amount Δα₀Is greater than
It is determined whether or not. Here, Δα is Δα₀Larger than
If it is, that is, if it is a rapid acceleration, in step S25,
Actual gear ratio R_BASEIs the final gear ratio R _TIt is said. On the other hand, Δα
Is Δα₀If not, the accelerator is opened in step S14.
It is determined whether or not the degree change amount Δα is almost 0,
If it is almost 0, that is, if it is almost in a steady state,
Step S25 is executed. Step S25 is executed
After that, step S24 described later is executed.
You.

On the other hand, if Δα is not substantially 0, that is, if it is ordinary acceleration or deceleration, the gear ratio correction value m is set (set) in step S15. This gear ratio correction value m
Is set according to the accelerator opening change amount Δα, for example, as shown in FIG. The reason why the speed ratio correction value m is increased when the accelerator opening degree change amount Δα is small (minus side) is to reduce the load early during deceleration to enhance fuel efficiency. The reason why the speed ratio correction value m is increased when the accelerator opening change amount Δα is large (positive side) is to increase the speed ratio earlier and increase the engine speed. That is, the operating state of the engine 1 is, for example, to prevent the follows the path shown in the graph J ₂ in FIG. 9 (c), the because Ruru not follow a path as shown in the graph J _1. As a result, it is possible to prevent the operating state of the engine 1 from entering the region I where the combustion performance is likely to be reduced due to residual EGR or misfire is likely to occur.

Next, in step S16, the operating state of the engine 1 is determined. Subsequently, in step S17, it is determined whether or not the operating state of the engine 1 is in the zone A in FIG. 9D. The zone A is obtained by extending the above-mentioned region I (see FIG. 7A) to a slightly lower load side. The zone A may be extended to the high rotation side (with respect to the region I). If the operating state of the engine 1 is in the zone A, the gear ratio correction value m is added by a predetermined value a in step S21. This corresponds to the arrow J _{3 in} FIG.
As shown by, the engine speed is quickly increased to prevent the operating state of the engine from entering the region I where the fuel efficiency is likely to decrease due to residual EGR or misfire is likely to occur.

On the other hand, if the operating state of the engine 1 is not in the zone A, it is determined in step S18 whether or not within a predetermined time (for example, within 0.5 seconds or within 1 second) after the start of acceleration. You. If it is within the predetermined time after the start of acceleration, it is determined in step S17 whether or not the operating state of the engine 1 is in the B zone in FIG. 9D. The zone B is obtained by extending a part of the region II on the low load side to the low rotation side. If the operating state of the engine 1 is in the B zone, the gear ratio correction value m is reduced by a predetermined value b in step S20. This is shown in FIG.
As shown by the arrows J ₄ of (d), to suppress the increase in the engine speed by increasing quickly the engine load, the engine operation state is in order to prevent from entering the anti-EGR with poor region II . If the operating state of the engine 1 is not in the zone B, the above-described step S21 is executed.

After the correction of the gear ratio correction value m, a smoothing process is performed on the gear ratio correction value m in step S22. This is so that a change in the gear ratio or a change in the engine torque (that is, a final torque change) can follow a sudden accelerator operation.

Next, in step S23, the final gear ratio is set by the following equation 3, and subsequently in step S24 the gear ratio is adjusted (changed), and the current routine ends (returns). R _T = R _BASE × m... ...... Equation 3 The gear ratio is adjusted by adjusting the trunnion by the line pressure control and adjusting the power roller 26. Is performed by tilting.

Hereinafter, a control method of the EGR control which is a part of the drive control of the vehicle according to the present invention will be described. As shown in FIG. 5, in this EGR control, first, various data are input in step S31. Next, in step S32, the target EGR rate EGR _BASE is set (set) using, for example, an EGR map as shown in FIGS. 10A to 10C, and subsequently, in step S33, the target EGR rate EGR _BASE is set. The EGR valve 18 is accordingly driven, and the current routine ends (returns).

Here, FIGS. 10 (b) and 10 (c)
Respectively shows a cross-sectional profile along the line AA and a profile along the line BB of the map shown in FIG. Further, E _{1 to} E ₅ in FIG. 10B and FIG.
Areas E _{1 to} E _{5 in the} map shown in FIG.
Corresponding to The region E ₃ corresponds to the area II.

Hereinafter, a control method of the throttle opening control which forms a part of the drive control of the vehicle according to the present invention will be described. As shown in FIG. 6, in this throttle opening control, first, various data are input in step S41. Next, in step S42, the target throttle opening degree Tv is determined using a throttle opening degree map as shown in, for example, FIGS.
_BASE is set (set), and then in step S43,
Throttle valve 15 according to target throttle opening Tv _BASE
(Electric throttle valve) is driven, and this routine ends (returns).

Here, FIGS. 11 (b) and 11 (c)
Indicates a cross-sectional profile taken along the line CC of the map shown in FIG. 11A and a profile taken along the line DD, respectively. Also, F _{1 to} F ₃ in FIGS. 11B and 11C are used.
Are the regions F _{1 in the} map shown in FIG.
Corresponding to ~F _3.

(Embodiment 2) Hereinafter, Embodiment 2 will be described with an example in which the engine is a diesel engine. FIG. 12 shows an overall configuration of a combustion control device for a diesel engine according to the second embodiment of the present invention.
Denotes an engine body of a multi-cylinder diesel engine mounted on a vehicle (hereinafter, referred to as “engine 41”). The engine 41 has a plurality of cylinders 42 (only one is shown), and a piston 43 is inserted into each cylinder 42 so as to be able to reciprocate. A combustion chamber 44 is formed in each cylinder 42 by the cylinder 42 and the piston 43. A fuel injection valve 45 (injector) is disposed at a substantially central portion of the upper surface of the combustion chamber 44 with the injection hole at the tip end facing the combustion chamber 44. Then, the injection hole is opened and closed at a predetermined injection timing for each cylinder 42, and the fuel is directly injected into the combustion chamber 44.

Each fuel injection valve 45 is connected to a common common rail (accumulation chamber) 46 for storing high-pressure fuel, and a high-pressure supply pump 48 driven by a crankshaft 47 is connected to the common rail 46. This high pressure supply pump 48
Operates so that the fuel pressure in the common rail 46 detected by the pressure sensor 46a is maintained at a predetermined value or more. Further, a crank angle sensor 49 for detecting a rotation angle of the crank shaft 47 is provided. The crank angle sensor 49 includes a plate to be detected (not shown) provided at an end of the crankshaft 47, and an electromagnetic pickup disposed so as to face the outer periphery thereof. Then, the electromagnetic pickup outputs a pulse signal in response to the passage of the protrusions formed at predetermined angles on the entire outer peripheral portion of the plate to be detected.

Reference numeral 50 denotes an intake passage for supplying air filtered by an air cleaner (not shown) to the combustion chamber 44 of the engine 41. A surge tank (not shown) is provided at a downstream end of the intake passage 50. Each passage branched from the surge tank is connected to a combustion chamber 44 of each cylinder 42 via an intake port. Further, the surge tank is provided with an intake pressure sensor 50a for detecting a supercharging pressure supplied to each cylinder 42. Further, in the intake passage 50, a hot-film type air flow sensor 51 that detects a flow rate of air taken into the engine 41 and a turbine 61 described later compress the intake air in order from the upstream side to the downstream side. A blower 52, an intercooler 53 for cooling the air compressed by the blower 52, and an intake throttle valve 54 for reducing the cross-sectional area of the intake passage 50. The intake throttle valve 54 is a butterfly valve provided with a notch so that intake air can flow even in a fully closed state. As in the case of an EGR valve 64 described later, the opening degree is controlled by adjusting the magnitude of the negative pressure acting on the diaphragm 55 by a solenoid valve 56 for negative pressure control. The intake throttle valve 54 is provided with a sensor (not shown) for detecting the opening degree.

Reference numeral 60 denotes an exhaust passage for discharging exhaust gas from the combustion chamber 44 of each cylinder 42. The exhaust passage 60 is connected to the combustion chamber 44 of each cylinder 42 via an exhaust manifold. In the exhaust passage 60, a turbine 61 rotated by an exhaust gas flow and a catalytic converter 62 for purifying HC, CO and NOx in the exhaust gas are arranged in this order from the upstream side to the downstream side. .

From a portion of the exhaust passage 60 upstream of the turbine 61, a part of the exhaust gas is recirculated to the intake system.
The GR passage 63 branches, and the downstream end of the EGR passage 63 is connected to the intake passage 50 downstream of the intake throttle valve 54. An EGR valve 64 whose opening can be adjusted is disposed at a position near the downstream end in the middle of the EGR passage 63. As a result, part of the exhaust gas in the exhaust passage 60 is transferred to the EGR valve 6.
4, the gas is returned to the intake passage 50 while the flow rate is adjusted. Therefore, air (air) passing through the intake throttle valve 54 and EGR gas (exhaust gas) passing through the EGR valve 64 are sucked into the combustion chamber 44. For this reason,
By adjusting the EGR amount by the EGR valve 64, the intake air amount can be adjusted.

The EGR valve 64 is of a negative pressure responsive type, and a negative pressure passage 67 is connected to a negative pressure chamber of the valve box. The negative pressure passage 67 is connected to a vacuum pump (negative pressure source) 69 via a negative pressure control electromagnetic valve 68. The solenoid valve 68 is connected to a control unit 75 (E
By opening and closing the negative pressure passage 67 by a control signal (current) from the CU), the negative pressure for driving the EGR valve in the negative pressure chamber is adjusted. Thus, the opening of the EGR passage 63 is linearly adjusted.

The turbocharger 65 is a VGT (Variable Geometry Turbo), to which a diaphragm 70 is attached. Thus, the negative pressure acting on the diaphragm 70 is adjusted by the negative pressure control electromagnetic valve 71, and the cross-sectional area of the exhaust gas flow path is adjusted.

Each fuel injection valve 45, high-pressure supply pump 48,
The intake throttle valve 54, the EGR valve 64, the turbocharger 65, and the like are configured to operate according to a control signal from a control unit 75 (ECU). On the other hand, the control unit 75 has an output signal of the pressure sensor 46a, an output signal of the crank angle sensor 49, an output signal of the pressure sensor 50a, an output signal of the air flow sensor 51, and an output of the lift sensor 66 of the EGR valve 64. A signal and an output signal from an accelerator opening sensor 72 for detecting an operation amount (accelerator opening) of an accelerator pedal (not shown) by a driver of the vehicle are input.

The fuel injection amount and the fuel injection timing of the fuel injection valve 45 are controlled according to the operating state of the engine 41. Furthermore, the high pressure supply pump 4
The control of the common rail pressure, that is, the fuel injection pressure, is performed by the operation of FIG. In addition, control of the EGR amount (intake air amount) by operation of the EGR valve 64 and operation control (VGT control) of the turbocharger 65 are performed.

As shown in FIG. 13, the control unit 75 is provided with various control units or arithmetic processing units. That is, the target torque setting unit 80 and the target engine torque setting unit 81 are provided to set the target engine torque. In order to control the fuel injection valve 45, the basic injection timing setting unit 89 and the basic injection amount setting unit 8
2 are provided. In order to control the EGR valve 64, the target fresh air amount setting unit 83 and the target EGR valve opening degree setting unit 8
4 are provided. In order to control the turbocharger 65 (VGT), a target supercharging pressure setting unit 85 and a target VGT valve opening setting unit 86 are provided.

Further, in order to perform speed ratio control, EGR
A smoothing processing section 90 and an insufficient torque setting section 91 related to control, a smoothing processing section 92 and an insufficient torque setting section 93 related to supercharging pressure control, a gear ratio correction value calculating section 88, and a basic gear ratio setting. Section 87, the EGR early discharge section 95, and the EG
An R delay compensating section 96 and a gear ratio control section 97 are provided. Note that the diesel engine 41 is also provided with a transmission mechanism or a torque transmission mechanism shown in FIG.

Hereinafter, the control unit 75 will be described with reference to the flow charts shown in FIGS.
Fuel injection control, gear ratio control and EGR
A specific control method for vehicle drive control including control and supercharging pressure control will be described. The basic concept of the drive control of this vehicle is basically the same as that of a gasoline engine, but differs in the following points.

That is, in the case of a gasoline engine, in a high-load / low-speed region (first operation region or region I) where there is a concern that fuel efficiency may be degraded or misfiring may occur due to the residual EGR, in the case of a diesel engine, the residual EGR may cause a misfire. Soot is often generated. For this reason, in the diesel engine, the driving control of the vehicle is mainly performed from the viewpoint of preventing the generation of soot due to the residual EGR.
In the case of a diesel engine, it goes without saying that the occurrence of misfire is not a problem.

Hereinafter, a control method of the fuel injection control which is a part of the drive control of the vehicle according to the present invention will be described. As shown in FIG. 14, in this fuel injection control, first, in step T1
After the various data are input at step T2, the target torque Tr is set (set) based on the accelerator opening α and the vehicle speed V at step T2. Here, the target torque Tr is set so as to increase as the accelerator opening α increases and as the vehicle speed V increases, as shown in FIG. 8A, for example.

Subsequently, in step T3, the target torque Tr is converted into the target engine torque Ter according to the following equation 4 in accordance with the accelerator opening change amount Δα in consideration of the shift control of the half toroidal CVT 23. Ter = k × Tr............
Is set in accordance with the accelerator opening change amount Δα, for example, as shown in FIG. 8B, as in the case of the gasoline engine.

Next, in step T4, the fuel injection amount Q _BASE of the fuel injection valve 45 is set (set) based on the target engine torque Ter and the engine speed Ne. Here, for example, as shown in FIG. 18A, the fuel injection amount Q _BASE increases as the target engine torque Ter increases.
Alternatively, it increases as the engine speed Ne increases.

Subsequently, in step T5, the fuel injection timing I _BASE of the fuel injection valve 45 is determined based on the target engine torque Ter and the engine speed Ne by using, for example, a map shown in FIG. Set (set). Thereafter, in step T6, it is determined whether or not the injection timing is reached. If the injection timing is not reached, step T6 is repeatedly executed (standby). Then, when the injection timing comes, the injection is executed in step T7, and the current routine ends (returns).

Hereinafter, a control method of the speed ratio control which is a part of the drive control of the vehicle according to the present invention will be described. As shown in FIG. 15, in this speed ratio control, first, various data are input in step T11. Subsequently, in step T12,
For example, the basic speed ratio R _BASE is set (set) based on the engine speed Ne and the vehicle speed V using a shift map as shown in FIG. 9A.

Next, at step T13, the accelerator opening is changed.
Is the reference accelerator opening change amount Δα₀Is greater than
It is determined whether or not. Here, Δα is Δα₀Larger than
If it is, that is, if it is a rapid acceleration, in step T28,
Actual gear ratio R_BASEIs the final gear ratio R _TIt is said. On the other hand, Δα
Is Δα₀If not, the accelerator is opened in step T14.
It is determined whether or not the degree change amount Δα is almost 0,
If it is almost 0, that is, if it is almost in a steady state,
Step T28 is executed. Step T28 is executed
After that, step T27 described later is executed.
You.

On the other hand, if Δα is not substantially 0, that is, if it is ordinary acceleration or deceleration, the gear ratio correction value m is set (set) in step T15. This gear ratio correction value m
Is set according to the accelerator opening change amount Δα, for example, as shown in FIG. The reason why the speed ratio correction value m is increased when the accelerator opening degree change amount Δα is small (minus side) is to reduce the load early during deceleration to enhance fuel efficiency. The reason why the speed ratio correction value m is increased when the accelerator opening change amount Δα is large (positive side) is to increase the speed ratio earlier and increase the engine speed. Thus, it is possible to prevent the operating state of the engine 41 from entering a region where soot is generated.

Next, at step T16, the operating state of the engine 41 is determined. Subsequently, in step T17, it is determined whether or not the operating state of the engine 41 is in the zone A 'in FIG. 19B. This A 'zone is
A high-load, low-rotation region (first operation region) in which soot is easily generated due to residual EGR is slightly extended to a low-load side. If the operation state of the engine 41 is in the A 'zone, the gear ratio correction value m is set to the predetermined value a in step T18.
Is added. This is to prevent the operating state of the engine from entering a region where the generation of soot is likely to be caused by the residual EGR, as shown by the arrow in FIG. . If the operating state of the engine 41 is not in the zone A ', the routine proceeds to step T.
Skip 18

Next, at step T19, the gear ratio correction value m
Is subjected to an annealing process. This is so that a change in the gear ratio or a change in the engine torque (that is, a final torque change) can follow a sudden accelerator operation.

Then, in step T20, the EGR feedback value AirF / B 'is subjected to a smoothing process, and a smoothed value AirF / B "is calculated.
21, smoothed based on the value AirF / B ", for example, characteristics shown in FIG. 19 (c), insufficient torque △ Te _Air
Is set. Further, in step T22,
VGT feedback value B obtained by the supercharging pressure control system
smoothF / B is subjected to the averaging process, and the averaging value Boo
stF / B 'is calculated. Subsequently, step T23
Based on the smoothed value BoostF / B ', for example, the characteristic shown in FIG.
_Boost is set (set).

Next, in step T24, the total insufficient torque ΔTe is calculated by the following equation (5). ΔTe = △ Te _Air + △ Te _Boost Equation 5 Subsequently, in step T25, based on the total insufficient torque ΔTe, for example, a characteristic as shown in FIG. Thus, the shift correction value Rc is set (set).

Thereafter, in step T26, the final gear ratio R _T is set by the following equation (6), and then in step T27
, The speed ratio is adjusted (changed), and the current routine ends (return). R _T = R _BASE × m × Rc (6) Note that the gear ratio is adjusted by adjusting the trunnion by the line pressure control to adjust the power roller 26. This is done by tilting.

Hereinafter, a control method of EGR control which is a part of the drive control of the vehicle according to the present invention will be described. This control is executed at every predetermined crank angle. The EGR rate is set to, for example, a characteristic as shown in FIG. 20A based on the target engine torque Ter and the engine speed Ne.

As shown in FIG. 16, first, at step T31
Thus, various data such as a crank angle signal, an air flow sensor output, and an accelerator opening are input. Then, step T
32, the target engine torque Ter and the engine speed N
Based on e, the target air-fuel ratio A / Fref is calculated using, for example, a map as shown in FIG. Then, the target air-fuel ratio A / Fref and the fuel injection amount Q _BASE
, The target fresh air amount Airref is set.

Next, at step T33, the target fresh air amount Ai
The control deviation △ Air between rref and the actual fresh air amount Air is calculated. Subsequently, in step T34, the control deviation △ A
Based on ir, the EGR feedback value AirF / B is calculated by PID. Then, step T35
Then, in order to enhance the responsiveness of the control to the change in the control deviation, a first-order advance compensation process of the EGR feedback value AirF / B is performed. Note that 0 <adv <1. Next, in step T36, the EGR feedback value Air
Based on F / B, the target value EGRref of the EGR valve opening degree
Is set.

Further, at step T37, the target value EGR
When ref exceeds a predetermined limit value, a guard process is performed with this value as the limit value. Then, Step T38
Then, the EGR valve 64 is driven based on the obtained EGRref.

Hereinafter, a control method of the supercharging pressure control (VGT control) which is a part of the drive control of the vehicle according to the present invention will be described. This control is executed at every predetermined crank angle. FIG.
As shown in (1), first, in step T41, various data such as a crank angle signal, an intake pressure sensor output, and an accelerator opening are input. Subsequently, in step T42, based on the target engine torque Ter and the engine speed Ne, for example, using a map as shown in FIG.
oosref is set. Further, Step T43
Thus, the target boost pressure Boostref and the actual boost pressure boo
The control deviation △ Boost from st is calculated.

Further, in step T44, the control deviation ΔB
The VGT feedback value BoostF / B is calculated from the PID based on the Oost. Subsequently, in step T45, the VGT opening is set based on the VGT feedback value BoostF / B. Next, step T
If the target value exceeds the predetermined limit value at 46, a guard process is performed with the target value as the limit value. Further, in step T47, the turbocharger 65 (VGT) 65 is driven based on the obtained target VGT opening.

The EGR control is based on the gasoline engine 1
In the first embodiment using the gasoline engine 1, the feed-forward control is used, and in the second embodiment using the diesel engine 41, the feedback control is used. However, in the first embodiment using the gasoline engine 1, the feedback control is used. In the second embodiment using the diesel engine 41, feedforward control may be performed.

As described above, according to the present invention, during acceleration, the residual EG
Fuel efficiency is not degraded due to R, and fuel efficiency is improved. In a gasoline engine, misfire does not occur due to residual EGR, while in a diesel engine, soot does not occur due to residual EGR. For this reason, the merchantability of the engine or the vehicle is improved.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a gasoline engine mounted on a vehicle including a drive control device according to the present invention.

FIG. 2 is a skeleton diagram showing a torque transmission mechanism from the engine shown in FIG. 1 to a drive axle of the vehicle.

FIG. 3 is a flowchart showing a control method of fuel injection control.

FIG. 4 is a flowchart illustrating a control method of speed ratio control.

FIG. 5 is a flowchart showing a control method of EGR control.

FIG. 6 is a flowchart showing a control method of throttle opening control.

7A is a diagram showing a transition state of an operating state of the engine shown in FIG. 1 during acceleration, and FIG.
FIG. 6 is a diagram showing a change over time in the engine speed when the operating state of the engine shifts as shown in FIG.

8A is a diagram showing a dependency characteristic of a target torque on an accelerator opening and a vehicle speed, FIG. 8B is a diagram showing a dependency characteristic of a conversion coefficient k on Δα, and FIG. 8C is a diagram showing an air-fuel ratio. FIG. 7 is a diagram showing dependence characteristics of the engine on the target engine torque and the engine speed.

FIG. 9A is a diagram showing a control characteristic of a speed ratio,
(B) is a diagram showing a dependence characteristic of the correction value m on Δα, (c) is a diagram showing a transition state of the operating state of the engine during acceleration, (d) is a diagram of the engine shown in FIG.
It is a figure which shows the transition aspect of the driving | running state at the time of acceleration.

10A is a diagram showing a dependency characteristic of a target EGR rate on a target engine torque and an engine speed, FIG. 10B is a diagram showing a dependency characteristic of a target EGR rate on a target engine torque, and FIG. FIG. 3C is a graph showing the dependence of the target EGR rate on the engine speed.

FIG. 11 (a) is a diagram showing the dependence of the air-fuel ratio on the target engine torque and the engine speed,
(B) is a diagram showing the dependence of the throttle opening on the target engine torque, and (c) is a diagram showing the dependence of the throttle opening on the engine speed.

FIG. 12 is a system configuration diagram of a diesel engine mounted on a vehicle including the drive control device according to the present invention.

13 is a block diagram showing a configuration of a control unit of the engine shown in FIG.

FIG. 14 is a flowchart showing a control method of fuel injection control.

FIG. 15 is a flowchart illustrating a control method of speed ratio control.

FIG. 16 is a flowchart showing a control method of EGR control.

FIG. 17 is a flowchart illustrating a control method of supercharging pressure control (VGT control).

FIG. 18A is a diagram showing a dependence characteristic of a fuel injection amount on a target engine torque and an engine speed, and FIG. 18B is a diagram showing a map for setting a fuel injection timing.

19A is a diagram showing the dependence of the correction value m on Δα, FIG. 19B is a diagram showing the transition of the operating state of the engine during acceleration, and FIG. 19C is a diagram showing ΔTe _Air
FIG. 14 is a diagram showing dependence characteristics of AirF / B "
(D) are a diagram showing the dependence for BoostF / B 'of .DELTA.Te _{B oost,} a diagram illustrating a (e) is dependent characteristic for .DELTA.Te of Rc.

FIG. 20 (a) is a diagram showing the dependence of the EGR rate on the target engine torque and the engine speed,
(B) is a figure which shows the dependence characteristic of Airref with respect to target engine torque and engine speed.

FIG. 21 is a diagram showing dependence characteristics of Boostref on target engine torque and engine speed.

[Explanation of symbols]

CU: control unit, 1: gasoline engine,
5: fuel injection valve, 7: spark plug, 15: throttle valve, 17: EGR passage, 18: EGR control valve, 23: half toroidal CVT, 41: diesel engine, 4
5 fuel injection valve, 63 EGR passage, 64 EGR valve,
65: turbocharger (VGT), 75: control unit.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60K 41/00 301 B60K 41/00 301D 3G301 41/12 41/12 3J552 F02D 21/08 301 F02D 21/08 301D 29/00 29/00 C 41/02 355 41/02 355 380 380E F02M 25/07 550 F02M 25/07 550R 550J 570 570J 570F F16H 61/02 F16H 61/02 // F16H 59:42 59:42 59 : 48 59:48 59:74 59:74 (72) Inventor Akihiro Kobayashi 3-1 Fuchi-machi, Shinchu, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (72) Yoichi Kuji 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture No. Mazda Co., Ltd. (72) Inventor Junichi Taga No. 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) 3D041 AA19 AA21 AB01 AC02 AC19 AD03 AD04 AD10 AD37 AD51 AE31 AF01 3G062 AA01 AA05 BA00 BA02 BA04 BA05 BA06 CA04 CA06 EA08 FA04 FA08 GA01 GA02 GA05 GA14 GA17 GA25 GA30 3G084 AA01 AA04 BA09 BA13 BA20 BA32 CA04 DA02 DA10 FA03 FA03 FA03 FA03 FA03 FA03 AA02 AA06 AA09 AA17 AB02 AB03 BA04 BB01 DC08 DG09 EC10 FA17 FA18 FA24 GA12 HA06Z HD04Z HD07Z HF09Z HF12Z HF21Z 3G093 AA05 BA19 BA20 CB06 DA06 DA11 DB05 DB11 EA04 EB03 EC01 FA07 FA02 JA03 HA02 JA02 HA02 MA11 NB06 NB20 NC02 ND02 PA11Z PD04Z PD15Z PF01Z PF03Z PF08Z 3J552 MA09 NB01 NB02 PA21 RB15 RC11 RC17 SA44 SB01 TA01 UA07 VC01W VC02W VC04Z VC06W VD02Z

Claims (6)

[Claims] An automatic transmission capable of changing the transmission ratio of the power while changing the power output from the engine and transmitting the power to the wheels, and changing the speed based on the running state of the vehicle. A drive control device for a vehicle equipped with an engine, the transmission control device comprising: a gear ratio control means for controlling a ratio; an EG for returning a part of exhaust gas as EGR to an intake system.
R device and an EGR value that is related to the degree of the EGR amount.
An EGR control means for controlling the engine load to be equal to or higher than a predetermined value when the engine load is less than the first load, and controlling the engine load to be lower than the predetermined value when the engine load is equal to or more than the first load; The ratio control means shifts the engine so that the engine operating state does not enter a first operating region in which the engine load is equal to or greater than a second load greater than the first load and the engine speed is less than the first speed during acceleration. A drive control device for a vehicle equipped with an engine, wherein the drive control device controls a ratio. 2. The second operation in which the engine is a gasoline engine and the engine load is less than a second load and the engine speed is less than a second speed higher than the first speed according to an operation state. The drive control of a vehicle equipped with an engine according to claim 1, wherein air-fuel ratio control means for performing air-fuel ratio control is provided in the region so that the air-fuel ratio becomes larger than the stoichiometric air-fuel ratio. apparatus. 3. The speed ratio control means controls a speed ratio so as not to enter an operation region near a second rotation speed in a second operation region within a predetermined period immediately after acceleration. A drive control device for a vehicle equipped with the engine according to claim 2, characterized in that: 4. The speed ratio control means controls the speed ratio so that, immediately after the acceleration, in an operating region of less than the first rotational speed, the operating state of the engine enters a region near the second load in the second operating region. Characterized in that it is controlled
A drive control device for a vehicle equipped with the engine according to claim 3. 5. The engine according to claim 3, wherein the engine is a diesel engine, and the second load is set to a load above which the generation of soot exceeds a predetermined value. A drive control device for the vehicle on board. 6. An automatic transmission adapted to shift the power output from an engine and transmit the power to wheels while changing the speed ratio of the shift, and the speed change based on a running state of the vehicle. A drive control device for a vehicle equipped with an engine, provided with a speed ratio control means for controlling a ratio, wherein an EG for recirculating a part of exhaust gas as EGR to an intake system.
R device and an EGR value that is related to the degree of the EGR amount.
When the engine load is less than the first load, the value is set to a predetermined value or more, and when the engine load is more than the first load, the value is set to a value smaller than the predetermined value.
EGR control means for controlling R, wherein the gear ratio control means changes the gear ratio so that the actual EGR value substantially matches the target EGR value while the air-fuel ratio is lean during acceleration. A drive control device for a vehicle equipped with an engine, the drive control device comprising: