JPH07217467A - Driving force control device for vehicle - Google Patents

Abstract

PURPOSE:To properly control torque for the drop thereof without affecting an exhaust system by performing fuel cut control and ignition timing retarding control, when a driving condition is within an acceptable zone of torque-down mode at the time of the occurrence of a driving wheel slip. CONSTITUTION:This device has a detection means 1 for detecting the rotation state of driving wheels. An arithmetic operation means 2 calculates a slip ratio on the basis of detected rotation state, and an engine torque-down demand amount is outputted from an output means 3 on the basis of the slip ratio. Furthermore, a selector means 7 is made to select torque-down control mode, on the basis of the outputted torque-down demand amount, and output from an engine operating condition detecting means 4, a reference mode setting means 5 for setting torque-down mode for both of the number of cylinders for cutting engine fuel and ignition timing retard, and an NG zone setting means 6 for setting the NG zone of each torque-down mode, thereby controlling the fuel cut and the ignition timing retard according to the selected control mode.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for a vehicle such as an automobile.

[0002]

2. Description of the Related Art Recently, not only the engine but also the vehicle is required to have higher fuel economy and drivability. From this viewpoint, the running control of the vehicle is more precisely controlled by using a microcomputer or the like. Is being done. Among them, the vehicle traction control system (TC
S) is receiving attention.

As such a vehicle driving force control device,
For example, there are those described in JP-A-3-229949 and 3-229950.

In these devices, the rotational speeds of the driving wheels and the non-driving wheels are detected to calculate the slip ratio between the tire and the road surface, and when the slip ratio is larger than a set value, a torque down request based on the slip ratio is made. Therefore, by cutting off the fuel of a predetermined number of cylinders of the engine and retarding the ignition timing, when the vehicle enters a slip state due to the generation of an excessive driving force, the driving force is quickly reduced and slipping is effective. To improve driving performance.

[0005]

However, if the fuel is cut or the ignition timing is retarded in this way, the exhaust system of the engine may be affected.

When the fuel cut is performed, unburned air from the fuel cut cylinder and the fuel are cut to the catalyst of the exhaust system in the operating range where the fuel is increased from the stoichiometric air-fuel ratio such as the high rotation and high load range. Unburned gas from cylinders that are not doing will enter,
For this reason, combustion occurs in the catalyst, causing deterioration of the catalyst.

Therefore, in this case, the increase of the fuel is prohibited, but if the increase of the fuel is prohibited, knocking occurs and the combustion temperature rises. This increase in combustion temperature adversely affects the exhaust pipe line.

On the other hand, the retard of the ignition timing also causes the exhaust temperature to rise. Especially, depending on the number of fuel cut cylinders, the exhaust temperature becomes considerably high in the high rotation and high load range, and the catalyst,
It has an adverse effect on the exhaust pipe.

An object of the present invention is to appropriately select the torque down mode to solve such a problem.

[0010]

A first aspect of the present invention is, as shown in FIG. 1, a drive wheel rotational state detecting means 1 for detecting the rotational state of a drive wheel, and a slip for calculating a slip ratio based on this rotational state. A rate calculating means 2, a torque down request amount output means 3 for outputting a torque down request amount of the engine based on the slip rate, an engine operating condition detecting means 4 for detecting an operating condition of the engine, and a fuel cut of the engine. Based on the reference mode setting means 5 for setting the torque down mode of the number of cylinders and the ignition timing retard, the NG area setting means 6 for setting the NG area of each torque down mode, and the torque down request amount and engine operating conditions. A torque controller for selecting the torque down control mode from the mode data of the reference mode setting means 5 and the area data of the NG area setting means 6. And emission control mode selection means 7 is provided with an execution unit 8 for executing ignition timing retard control and the fuel cut control according to the torque down control mode selected.

In a second aspect of the invention, the torque down control mode selecting means 7 of the first aspect of the invention selects the torque down mode of the reference mode setting means 5 corresponding to the required torque down amount as the torque down control mode and selects the torque down mode. When there is an engine operating condition in the NG range of the torque down mode, the torque down mode of the reference mode setting means 5 is switched and selected in the torque down increasing direction until the OK range is reached.

A third aspect of the present invention, as shown in FIG. 2, is a drive wheel rotation state detecting means 11 for detecting the rotation state of the drive wheels, and a slip ratio calculating means 12 for calculating a slip ratio based on this rotation state. A torque down request amount output means 13 for outputting a torque down request amount of the engine based on the slip ratio, an engine operating condition detecting means 14 for detecting an operating condition of the engine, a number of cylinders for which fuel is cut off in the engine, and an ignition timing retard. And a torque reduction mode, a reference mode setting means 15, a cylinder designation mode for designating a fuel cut cylinder, and a cylinder designation mode setting means 16 for setting a torque down mode of ignition timing retard, and NG for each torque down mode. NG area setting means 1 for setting an area
7, the mode data of the reference mode setting means 15, the cylinder designation mode setting means 16 and the NG area setting means 1 based on the torque reduction request amount and the engine operating conditions.
Torque down control mode selecting means 18 for selecting the torque down control mode from the region data of 7 and execution means 19 for executing the fuel cut control and the ignition timing retard control according to the selected torque down control mode are provided.

In a fourth aspect of the present invention, the torque down control mode selecting means 18 of the third aspect of the present invention sets the torque down mode N of the reference mode setting means 15 corresponding to the required torque down amount.
When the engine operating condition is in the G region and the number of fuel cut cylinders is a predetermined number, the torque down mode of the cylinder designation mode setting means 16 is selected as the torque down control mode, and the NG region of the selected torque down mode is selected. If there is an engine operating condition in the above, the torque down mode of the cylinder designation mode setting means 16 is switched and selected in the torque down increasing direction until the OK range is reached.

In a fifth aspect of the invention, the designated cylinder of the cylinder designation mode setting means 16 of the third aspect of the invention is a cylinder connected to the exhaust manifold at a location upstream of the other cylinders.

In a sixth aspect of the invention, the NG zone setting means 6 and 17 of the first and third aspects of the invention set NG zones for knocking and exhaust temperature.

[0016]

According to the first aspect of the present invention, when there is an operating condition in the OK range of the torque down mode corresponding to the torque down request amount of the engine based on the slip ratio of the driving wheels, the fuel cut control and the ignition timing are executed according to the torque down mode. Perform retard control.

In the second aspect of the present invention, when there is an operating condition in the NG range of the torque down mode corresponding to the torque down request amount of the engine in the first aspect, the torque down mode is increased in the torque down increasing direction until it becomes the OK range. Select to switch. Since the torque down mode is switched in the torque down increasing direction, the torque down can be surely performed.

According to the third aspect of the present invention, the required torque down amount of the engine based on the slip ratio of the drive wheels, the reference torque down mode, the torque down mode of the cylinder designation for designating the fuel cut cylinder, and the torque from the NG range of each mode. The down mode is selected, and the fuel cut control and the ignition timing retard control are executed according to the torque down mode. When the fuel cut in the cylinder designation mode for designating the fuel cut cylinder is performed, the flow state of the unburned air to the exhaust system is changed, so that the NG region of the torque down is reduced. Therefore, it is possible to deal with the case where the standard torque reduction cannot be performed.

In a fourth aspect of the present invention, in the third aspect of the present invention, when there is an operating condition in the NG region of the reference torque down mode corresponding to the torque down request amount of the engine, and the number of cylinders for fuel cut is a predetermined number, the cylinders In addition to selecting the designated torque down mode, when there is an operating condition in the NG range of the torque down mode, the torque down mode of the cylinder designated is switched and selected in the torque down increasing direction until the OK range is reached. Therefore, the torque down region is expanded and the torque down mode is switched in the torque down increasing direction, so that the torque down can be surely performed.

As in the fifth aspect of the invention, if the designated cylinder for fuel cut of the third aspect of the invention is a cylinder connected to the exhaust manifold at a location upstream of the other cylinders, unburned air from the designated cylinder causes the exhaust manifold. The exhaust gas inside can be cooled effectively.

As in the sixth invention, by setting the NG region for knocking and exhaust temperature in each mode of the first and third inventions, proper torque down control can be performed.

[0022]

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

As shown in FIG. 3, 20 is an engine for driving a vehicle, and intake air is supplied from an air cleaner 21 to an intake pipe 2
2. The fuel is supplied to each cylinder from each branch of the intake manifold 24 through the throttle chamber 23, and the fuel is injected toward each intake port by the fuel injector 25 provided for each cylinder and mixed with the intake air.

The spark plug 26 attached to each cylinder includes
Power transistor 2 via distributor 27
A high-voltage pulse from the ignition coil 29 is supplied at the timing of energizing 8.

The air-fuel mixture in the cylinder ignites and explodes due to the discharge of the spark plug 26, becomes exhaust gas, and becomes the exhaust manifold 3.
0, the harmful components in the exhaust gas are cleaned by the three-way catalyst in the catalytic converter 32 through the exhaust pipe 31, and are discharged to the outside.

The power of the engine 20 is transmitted to the drive shaft of the vehicle via the transmission 33 to drive the drive wheels.

The flow rate of the intake air is detected by the air flow meter 34 and controlled by the throttle valve 35 in the throttle chamber 23. The opening of the throttle valve 35 is detected by the throttle opening sensor 36.

The crank angle of the engine 20 is detected by a crank angle sensor 37 incorporated in the distributor 27, and knocking generated in the engine 20 is detected by a knock sensor 38.

The temperature of the cooling water of the engine 20 is detected by the water temperature sensor 39, and the oxygen concentration in the exhaust gas is measured by the oxygen sensor 4.
Detected by 0.

The vehicle speed is detected by the vehicle speed sensor 41, and the neutral position of the transmission 33 is the neutral switch 4
Detected by 2.

The rotation speed of the drive wheels of the vehicle is detected by the drive wheel speed sensor 43, and the rotation speed of the non-drive wheels is detected by the non-drive wheel speed sensor 44.

The inlet exhaust gas temperature of the catalytic converter 32 is detected by the catalyst inlet temperature sensor 45, and the catalytic converter 3
The catalyst bed temperature of 2 is detected by the catalyst bed temperature sensor 46.

Reference numeral 48 is an auxiliary air control valve, 49 is an air regulator, 50 is an air conditioning and heating solenoid valve, 51 is a negative pressure control valve, and 52 is a fuel pump.

The signals from the sensors 34 and 36 to 46 are input to the control unit 55 which is a microcomputer.

The control unit 55 controls the ignition timing of the engine 20, the fuel injection control of the fuel injector 25, and the traction control of the vehicle based on the input signals.

FIG. 4 shows a block diagram of an ignition timing control part of the control unit 55. In the figure, the multiplexer 60 switches each signal from the air flow meter 34, the water temperature sensor 39, the oxygen sensor 40, and the knock sensor 38 by the operation of the timer 61 to pass the signal, and the passed analog signal is digitalized by the A / D converter 62. After being converted into a signal, it is input to the CPU 63. The signal from the crank angle sensor 37 is counted by the counter 65 by the operation of the timer 64, and a signal corresponding to the number of inputs per unit time is used as an engine speed signal by the CPU.
It is input to 63.

The CPU 63 sends and receives signals to and from the memory 66, reads the basic ignition timing from the basic ignition timing map based on the above signals, calculates the ignition timing suitable for the operating condition, and outputs the calculation result. Output to the circuit 67.

A reference angle signal from the crank angle sensor 37 is input to the output circuit 67, and an ignition signal is output to the ignition coil 29 via the power transistor 28 when it coincides with the calculated ignition timing. The spark plug 26 of each cylinder is discharged via 27.

On the other hand, the fuel injection control is based on the detected intake air amount Qa and the engine speed N and the basic injection amount T.
p is calculated as Tp = K · Qa / N (1) where K is a constant, and then this basic injection amount Tp is detected cooling water temperature Tw, throttle opening TVO, oxygen concentration in exhaust gas, etc. The fuel injection amount Ti is corrected based on
Is calculated.

[0040] Ti = Tp × (1 + K TW + K AS + K AI + K ACC + K DEC) × K FC + T S ‥‥ (2) However, K _TW; water temperature increase correction coefficient K _AS; after start and the start enrichment coefficient K _AI An increase correction coefficient after idle K _ACC ; an acceleration correction coefficient K _DEC ; a deceleration correction coefficient K _FC ; a fuel cut correction coefficient T _S ; a battery voltage correction amount A pulse signal corresponding to the calculated fuel injection amount Ti is supplied to each fuel injector 25. To the fuel injection control.

Next, the traction control is shown in FIG.
Description will be given based on the flowchart of FIG. 7.

First, in steps 1 and 2 of FIG.
The driving wheel speed V _DW and the non-driving wheel speed V _PW are read, and in step 3, the slip ratio SL is calculated according to the following equation.

SL = (V _DW −V _PW ) / V _PW (3) When this slip ratio SL is larger than the set value, the required torque down amount D is set in accordance with the slip ratio SL in step 5, and In step 6, the torque reduction request flag TD is set to 1.

6 and 7, when the torque reduction request flag TD = 1 in step 11, the torque reduction request amount D is read in step 12, and the reference torque reduction corresponding to the torque reduction request amount D is read in step 13. The mode M _n is read.

[0045] Subsequently, OK of the reference torque reduction mode M _n in step 14, reads the NG determination map MAP _n, step 15, the engine speed at step 16 N,
Read the throttle opening TVO.

In step 17, it is judged whether the conditions of the engine speed N and the throttle opening TVO are in the OK region of the judgment map MAP _n .

When it is in the OK region, the reference torque down mode M read in step 18 and step 19
_The number FC of cylinders from which fuel is cut is read from _n , and the retard of the ignition timing (ADV) is determined.

If there is a retard request for ignition timing, the retard amount map ADV _n based on the request is read in step 20, and the retard amount of ignition timing is calculated from the engine speed N and the basic injection amount Tp in steps 21 to 23. decide.

When it is in the NG range in step 17, it is determined in step 24 whether the reference torque down mode M _n corresponds to the cylinder designation mode S _n (the number of cylinders for fuel cut is the same).

[0050] When the reference torque down mode M _n corresponds to cylinder specified mode S _n reads cylinder specified mode S _n corresponding in step 25.

[0051] Subsequently, OK of the cylinder specified mode S _n at step 26, loads the NG determination map SMAP _n, at step 27, the engine speed N, throttle opening TV
It is determined whether or not the O condition is in the OK area of the determination map SMAP _n .

When it is in the OK range, from the cylinder designation mode S _n read in steps 28 and 29,
The cylinder SFC designating the fuel cut is read and the retard of the ignition timing (ADV) is determined.

If there is a retard request for ignition timing, the retard amount map ADV _n based on the request is read in step 30, and the retard amount of ignition timing is calculated from the engine speed N and the basic injection amount Tp in steps 31 to 33. decide.

When it is in the NG region in step 27, the cylinder designation mode S _n is updated to S _{n + 1} in step 34, and steps 25 to 27 are repeated.

In step 24, the reference torque down mode M
_{If n} does not correspond to the cylinder designation mode S _n , step 3
In step 5, the reference torque down mode M _n is updated to M _{n + 1} , and steps 13 to 17 are repeated.

In the case of a V-type 8-cylinder engine, FIG. 8 shows a reference torque down mode M _n , and FIG. 9 shows a cylinder designation mode S _n . During the reference torque down mode M _n , the OK, NG determination map MAP _n , during the cylinder designation mode S _n , the OK,
The NG determination map SMAP _n is shown.

The fuel cut (F / C) cylinders in the reference torque down mode M _n indicate the number of cylinders and the combination of cylinders (those with explosive stroke intervals) and the fuel in the cylinder designation mode S _n . The cut cylinders are # 1 cylinders (or # 2 cylinders) when one cylinder is fuel cut, and # 2 and # 3 cylinders (or # 1 and # 4 cylinders depending on the explosion stroke) when two cylinders are fuel cut. When fuel is cut off for 3 cylinders #
1, # 4, # 6 cylinders (or # 2, # depending on the explosion stroke)
(3, # 5 cylinder) is designated.

The cylinders # 1 and # 2 are on the front side of the vehicle and are connected to the exhaust manifold 30 at a location upstream of the other cylinders as shown in FIG.

OK / NG determination map MAP _n , OK, N
The NG region of the G determination map SMAP _n is set under the condition that the exhaust temperature exceeds the set value, which causes knocking (no retard of ignition timing).

Although the ignition timing is not shown, a basic ignition timing map in which the basic ignition timing is set based on the operating conditions is provided, and the retard amount for reducing the torque in the reference torque down mode M _n and the cylinder designation mode S _n by 4% is set. Map AD
V ₁ and retard amount map ADV ₂ that reduces torque by 8%
Is provided.

When the number of fuel cut cylinders FC, the number of fuel cut cylinders SFC, and the retard amount of the ignition timing are determined, step 36 is executed.

When the fuel is cut off, the fuel amount increase in the fuel injection control is prohibited.

With this configuration, when the drive wheels slip, the reference torque down mode M _n corresponding to the torque down request amount D based on the slip ratio SL is selected, and the engine speed N at this time is selected. , The condition of the throttle opening TVO is OK in the reference torque down mode M _n ,
When it is in the OK region of the NG determination map MAP _n, the number of cylinders of the fuel cut in the selected reference torque down mode M _n ,
Torque reduction is performed according to the ignition timing retard.

The fuel cut of the cylinder in the reference torque down mode M _n is started from the cylinder in which the intake stroke comes immediately after the fuel cut request is made, and then the fuel cut of the cylinder of the combination of the fuel cut cylinder number is performed. Be seen. If there is a request for ignition timing retard, the ignition timing of the ignition plug 26 of each cylinder is retarded by the retard amount read from the retard amount map ADV _n .

Further, the conditions of the engine speed N and the throttle opening TVO are in the OK of the selected reference torque down mode M _n , the NG region of the NG determination map MAP _n , and the fuel cut cylinder of the reference torque down mode M _n. If the number does not correspond to the cylinder designation mode S _n , the reference torque down mode M _n is switched to the M _{n + 1} side until the conditions of the engine speed N and the throttle opening TVO are in the OK range, and the reference torque is selected. Torque reduction is performed according to the number of fuel cut cylinders and ignition timing retard in the down mode M _n .

For example, in the reference torque down mode M ₂ as shown in FIG. 8, when the engine speed N and the throttle opening TVO are OK at the point A (NG region) of the NG determination map MAP ₂ , the reference torque is set. Down mode M ₃ is selected. Further, in the reference torque down mode M ₁₂ , when the engine speed N and the throttle opening TVO are OK at the point B (NG region) of the NG determination map MAP ₁₂ , the reference torque down mode M ₁₃ is selected. .

Therefore, the reference torque down mode M ₂ →
When the mode is switched to M ₃ , the rise in exhaust temperature is suppressed, and when the mode is switched to the standard torque down mode M ₁₂ → M ₁₃ , knocking is prevented. At this time, the reference torque down mode M _n is switched in the increasing direction of the torque down, so that the torque down is surely performed.

Further, the conditions of the engine speed N and the throttle opening TVO are in the OK of the selected reference torque down mode M _n , the NG region of the NG determination map MAP _n , and the fuel cut cylinder of the reference torque down mode M _n. If the number corresponds to the cylinder specified mode S _n, is selected cylinder specified mode S _n, the fuel cut cylinders cylinders specified mode S _n, according to the ignition timing retard, the torque down is performed.

For example, if the reference torque down mode M ₅ is OK as shown in FIG. 8, the engine speed N and the throttle opening TVO are at the C point (NG region) of the NG determination map MAP ₅ , the cylinder shown in FIG. The designated mode S ₅ is selected.

In the cylinder designation mode S ₅ , the fuel cut is performed in the # 1 cylinder, and therefore, cool air flows from the # 1 cylinder into the exhaust manifold 30 from the upstream portion, so that the NG region is reduced, that is, in the exhaust manifold 30. The rise in exhaust temperature of is suppressed.

Further, the engine speed N and the throttle opening TVO are OK or N in the cylinder designation mode S _n selected by the conditions.
When it is in the NG region of the G determination map SMAP _n , the cylinder designation mode S _n is switched to the S _{n + 1} side and is selected until the condition of the engine speed N and the throttle opening TVO becomes the OK region. Torque reduction is performed according to the fuel cut cylinder and ignition timing retard of S _n .

For example, as shown in FIG. 9, the cylinder designation mode S ₄
OK, NG judgment map SMAP ₄ point D (NG area)
Engine speed N, when there is a throttle opening TVO, since accidentally get NG region even cylinder specified mode S _5, S _6, cylinder specified mode S ₇ is selected.

As a result, in the cylinder designation mode S ₇ , torque reduction is reliably performed without causing an increase in exhaust temperature.

As described above, the torque reduction mode of the fuel cut of the cylinder and the ignition timing retard is properly selected to perform the torque reduction, so that the exhaust system is not adversely affected and the catalyst is not deteriorated. Can perform traction control.

Therefore, there is a great effect in preventing slippage on a snowy road or drifting in cornering, which improves drivability and ensures high reliability.

11 and 12 show the reference torque down mode M _n in the case of an in-line four-cylinder engine, its OK and NG judgment map MAP _n , the cylinder designation mode S _n , its OK and NG judgment map SMAP _n. is there.

The fuel cut (F / C) cylinders in the reference torque down mode M _n indicate the number of cylinders and the combination of cylinders (those with a different explosion stroke interval), and the fuel in the cylinder designation mode S _n is shown. The cut cylinder is # 1 when the fuel cut is for one cylinder, and # 1 when the fuel is cut for two cylinders.
Designate cylinders # 1 and # 2. It should be noted that a mode may be set in which # 1 to # 3 cylinders are designated when fuel is cut off in three cylinders.

The # 1 cylinder is on the front side of the vehicle,
The cylinder connected to the exhaust manifold at a location upstream of the other cylinders.

OK / NG determination map MAP _n , OK, N
The NG region of the G determination map SMAP _n is set under the condition that the exhaust temperature exceeds the set value, which causes knocking (no retard of ignition timing).

The control flow is the same as in FIGS.
Even in the case of an in-line 4-cylinder engine, properly select the fuel cut of the cylinder, the torque down mode of the ignition timing retard,
Traction control of the vehicle can be performed without adversely affecting the exhaust system or degrading the catalyst.

FIGS. 13 and 14 show the reference torque down mode M _n , its OK, NG judgment map MAP _n , cylinder designation mode S _n , its OK, NG judgment map SMAP _n in the case of a V-type 6 cylinder engine. Is.

The fuel cut (F / C) cylinders in the standard torque down mode M _n indicate the number of cylinders and the combination of cylinders (those with a different explosion stroke interval), and the fuel in the cylinder designation mode S _n is shown. The cut cylinders are # 1 cylinder (or # 2 cylinder) when one cylinder is fuel cut, # 1 and # 2 cylinders when two cylinders are fuel cut, and # 1 and # 2 when three cylinders are fuel cut. , # 4 cylinders are designated as cylinders # 1, # 2, 3, and # 4 when the fuel is cut off from the four cylinders.

The # 1 and # 2 cylinders are cylinders which are located on the front side of the vehicle and which are connected to the exhaust manifold at a portion upstream of the other cylinders.

OK / NG determination map MAP _n , OK, N
The NG region of the G determination map SMAP _n is set under the condition that the exhaust temperature exceeds the set value, which causes knocking (no retard of ignition timing).

The control flow is the same as that shown in FIGS.
Also in the case of a V6 engine, properly select the fuel cutoff of the cylinder and the torque down mode of the ignition timing retard,
Traction control of the vehicle can be performed without adversely affecting the exhaust system or degrading the catalyst.

[0086]

As described above, according to the first and second aspects of the invention, based on the OK and NG regions of the torque down mode,
Traction control can be performed without adversely affecting the exhaust system.

According to the third and fourth aspects of the invention, since the torque reduction is performed based on the reference torque reduction mode, the cylinder designated torque reduction mode, and the OK and NG regions of each mode, the torque reduction region is expanded. More accurate traction control can be performed without adversely affecting the exhaust system.

According to the fifth aspect of the present invention, the exhaust gas can be cooled efficiently, and the NG range in the torque down mode for designating the cylinder can be greatly reduced.

According to the sixth invention, the NG in each of the above modes
The torque can be properly reduced by setting the area accurately.

[Brief description of drawings]

FIG. 1 is a configuration diagram of the present invention.

FIG. 2 is a configuration diagram of the present invention.

FIG. 3 is a configuration diagram of an embodiment.

FIG. 4 is a control block diagram of ignition timing.

FIG. 5 is a flowchart of traction control.

FIG. 6 is a flowchart of traction control.

FIG. 7 is a flowchart of traction control.

FIG. 8 is a diagram showing a reference torque down mode and an OK / NG determination map of a V-type 8-cylinder engine.

FIG. 9 is a cylinder designation mode of a V8 engine and O
It is a figure which shows K and NG determination map.

FIG. 10 is a layout configuration diagram of designated cylinders for fuel cut.

FIG. 11 is a diagram showing a reference torque down mode and an OK / NG determination map of an in-line four-cylinder engine.

FIG. 12 is a diagram showing a cylinder designation mode and an OK / NG determination map of an in-line four-cylinder engine.

FIG. 13 is a diagram showing a reference torque down mode and an OK / NG determination map of a V-6 cylinder engine.

FIG. 14 is a diagram showing a cylinder designation mode and an OK / NG determination map of a V-6 cylinder engine.

[Explanation of symbols]

 20 Engine 24 Intake Manifold 25 Fuel Injector 26 Spark Plug 29 Ignition Coil 30 Exhaust Manifold 31 Exhaust Pipe 32 Catalytic Converter 34 Air Flow Meter 36 Throttle Opening Sensor 37 Crank Angle Sensor 38 Knock Sensor 39 Water Temperature Sensor 40 Oxygen Sensor 41 Vehicle Speed Sensor 42 Neutral Switch 43 Drive Wheel Speed Sensor 44 Non-Drive Wheel Speed Sensor 45 Catalyst Inlet Temperature Sensor 46 Catalyst Bed Temperature Sensor 55 Control Unit

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location F02D 43/00 301 B H F02P 5/15

Claims (6)

[Claims] 1. A drive wheel rotation state detecting means for detecting a rotation state of a drive wheel, a slip ratio calculating means for calculating a slip ratio based on the rotation state, and a torque down request amount of an engine based on the slip ratio. A torque down request amount output means for outputting, engine operating condition detecting means for detecting an engine operating condition, reference mode setting means for setting a torque down mode of the number of cylinders to be fuel cut of the engine and ignition timing retard, NG area setting means for setting the NG area of each torque down mode, and torque down control mode is selected from the mode data of the reference mode setting means and the area data of the NG area setting means based on the required torque down amount and engine operating conditions. Torque down control mode selection means to select and set the selected torque down control mode Therefore, the vehicle driving force control device is provided with an executing means for executing the fuel cut control and the ignition timing retard control. 2. The torque down control mode selecting means selects a torque down mode of a reference mode setting means corresponding to a torque down demand amount as a torque down control mode, and sets the engine in the NG region of the selected torque down mode. The driving force control device for a vehicle according to claim 1, wherein when there is an operating condition, the torque down mode of the reference mode setting means is switched and selected in the direction of increasing the torque down until it is in the OK range. 3. A drive wheel rotation state detecting means for detecting a rotation state of a drive wheel, a slip ratio calculating means for calculating a slip ratio based on the rotation state, and a torque down request amount of an engine based on the slip ratio. A torque down request amount output means for outputting, engine operating condition detecting means for detecting an engine operating condition, reference mode setting means for setting a torque down mode of the number of cylinders to be fuel cut of the engine and ignition timing retard, A cylinder designation mode setting means for setting a torque down mode of a cylinder designation for specifying a fuel cut cylinder and an ignition timing retard; and an NG area setting means for setting an NG area of each torque down mode,
A torque down control mode selecting means for selecting a torque down control mode from the mode data of the reference mode setting means, the cylinder designation mode setting means and the area data of the NG area setting means based on the torque down request amount and the operating condition of the engine; A driving force control device for a vehicle, comprising: an execution unit that executes fuel cut control and ignition timing retard control according to the torque down control mode. 4. The torque down control mode selection means, when there is an engine operating condition in the NG region of the torque down mode of the reference mode setting means corresponding to the torque down request amount, and the number of cylinders for fuel cut is a predetermined number. In addition, the torque down mode of the cylinder designation mode setting means is selected as the torque down control mode, and when the operating condition of the engine is in the NG range of the selected torque down mode, the cylinder is increased in the torque down direction until it becomes the OK range. 4. The vehicle driving force control device according to claim 3, wherein the torque down mode of the designated mode setting means is switched and selected. 5. The vehicle driving force control device according to claim 3, wherein the designated cylinder of the cylinder designation mode setting means is a cylinder connected to the exhaust manifold at a position upstream of other cylinders. 6. The vehicle driving force control device according to claim 1, wherein the NG region setting means sets an NG region for knocking and exhaust temperature.