JPS63192928A - Driving force control device for throttle valve controlling type vehicle - Google Patents

Abstract

PURPOSE:To easily prevent the slip of driving wheels, by deciding an output decreasing correction quantity for an engine control quantity according to a slip rate of the driving wheels, and controlling to decrease an engine output according to the output decreasing correction quantity and a target torque. CONSTITUTION:In a control unit 13 for controlling an actuator 12 for driving a throttle valve 8 in an intake passage 6, setting means 48 is provided to set a target acceleration according to an accelerator pedal operation quantity. Computing means 51 is provided to compute a target torque according to the target acceleration, a change quantity of an output torque to be obtained from an actual acceleration, and an actual output torque. Deciding means MA is provided to receive an output from driving wheel slip rate detecting means M7A and decide an output decreasing correction factor according to a slip rate detected. Control means 55 multiplies the output decreasing correction factor by the target torque to obtain a corrected target torque and generate a control signal for controlling to decrease an engine output to be fed to the actuator 12.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a driving force control device for a vehicle, and is capable of preventing drive wheels from spinning on snowy or frozen roads with a low coefficient of friction, for example, while the vehicle is running. In particular, the present invention relates to a throttle valve-controlled vehicle driving force control device that can control driving force by automatically controlling the opening and closing of a throttle valve.

[Conventional technology]

In general, when a vehicle is running on a slippery road surface with a low coefficient of friction, the tires naturally tend to slip, but especially when the driving force of the drive wheels increases, which is accompanied by rotational force. It becomes very easy to idle. In addition, the drive wheels tend to spin not only on snowy or frozen roads but also on unpaved roads, but even on ordinary paved roads, a large amount of driving force is applied to the drive wheels instantaneously. In this case, the drive wheels easily spin.

Therefore, when one fJ wheel is idling, the driver can confirm the idling operation by a sudden increase in engine speed or the high pitched engine sound, and depending on the degree, reduce the opening of the accelerator pedal. , the engine output is reduced to prevent the drive wheels from spinning.

[Problem that the invention seeks to solve]

However, if the accelerator is operated in response to the idle rotation of the drive wheels, the accelerator must be operated frequently, especially on extremely slippery roads such as snowy or frozen roads. This has the disadvantage that not only does the burden on the driver become extremely large, but also sufficient steering stability cannot be obtained.

On the other hand, it is possible to automatically reduce the engine output when the rotational speed VW of the driving wheels becomes larger than the reference speed VT)I determined by the vehicle speed V.
As a method of commanding the reduction of engine output, a command can be given according to the difference value ΔVIll of the driving wheel rotational speed Vw, and further, as an output reduction means, an output reduction means based on a reduction in fuel amount or an ignition timing Output reduction means based on retardation can be considered.

However, with such an output reduction means, it is not clear whether it is possible to predict the torque that always maximizes the friction coefficient μ of the road surface.

Further, there is a problem in that such an output reducing means is unfavorable for the engine and the catalyst.

This invention is an attempt to solve these problems. Even when driving on extremely slippery roads such as snow-covered roads or frozen roads, the eaves operator does not have to perform complicated accelerator operations. It is an object of the present invention to provide a throttle valve-controlled vehicle driving force control device that can prevent wheels from idling and eliminate adverse effects on an engine and a catalyst.

[Means for solving problems]

Therefore, the throttle valve-controlled vehicle driving force control device of the present invention has an engine installed in a vehicle that generates power for driving the vehicle, and an intake passage of the engine that is connected to the engine in order to adjust the output of the engine. equipped with a throttle valve;
an actuator for driving the throttle valve and adjusting its opening degree, and a fabrication amount detection means for detecting the amount of operation of the artificial operation member for adjusting the output of the engine; target acceleration setting means for inputting a detection result and setting a target acceleration according to the amount of operation of the human operation member; acceleration detection means for detecting the actual acceleration of the vehicle; and current output torque output from the engine. output torque detection means for detecting the output torque, and target torque calculation means for calculating a target torque from the output torque and a change in the output torque obtained from the target acceleration and the actual acceleration. drive wheel idling rate detection means for detecting the idling rate of the driving wheels;
An engine output reduction amount determining means for determining an output reduction correction coefficient according to the current idle rotation rate of the driving wheels calculated by the driving wheel idling rate detection means; Engine control means is provided for outputting a control signal to the actuator to reduce the engine output based on the corrected target torque obtained from the product of the correction coefficient and the target torque from the dirt target torque calculation means. It is characterized by

[Operation] In the above-mentioned throttle valve-controlled vehicle driving force control device of the present invention, the target acceleration according to the amount of operation of the human operation member set by the target acceleration setting means, the actual acceleration of both vehicles, and the output of the engine. Based on the corrected target torque obtained from the product of the standard target torque determined from the torque and the output reduction correction coefficient determined by the engine output reduction amount determination means according to the idle rotation rate of the drive wheels at that time. In the engine control means, the drive amount of the throttle valve drive actuator is determined, and output reduction control is performed to reduce the throttle valve opening.

〔Example〕

Examples of the present invention will be described below with reference to the drawings.
The PtSi-16 diagram shows a throttle valve control type 1' as an embodiment of the present invention! This shows a driving force control device for one vehicle.

As shown in FIG. 12, an engine 2, which is a multi-cylinder (here, 6 cylinders) engine, is provided at the front of the automobile 1, and the engine 2 is configured to drive front wheels 3a+3b. There is.

As shown in FIGS. 3 and 4, an intake system S1 that supplies intake air to the combustion chamber 4 of the engine 2 is provided, and a fuel injection system S2 that injects fuel into the intake system S1. An exhaust system S for discharging exhaust gas from the combustion chamber 4, an ignition system S4 for igniting the combustion chamber 4, a control system S for these prefectures S, -S4, and a detection system S.

is provided.

The intake system S1 includes, in order from the upstream side, an air cleaner 5, an intake passage 6 that connects the air cleaner 5 and the combustion chamber 4, and a surge tank 7 inserted into the intake passage 6. 6 includes an upstream intake passage portion 6a that connects the air cleaner 5 and the surge tank 7, and a downstream intake passage portion (intake manifold) 61I that connects the surge tank 7 and the combustion chamber 4 of each cylinder. .

A throttle valve 8 is interposed on the upstream side @ electric path portion 6a, and this throttle valve 8 is connected to an electric motor (step The opening degree is adjusted by a motor (12).

The electric motor 12 is wired to receive a control signal from a motor control computer (CPU) 13a serving as a control means, and the amount of drive by the electric motor 12 is detected by a motor position sensor 14. There is.

Further, an air meter 15 as an intake air temperature sensor as shown in FIG. A Karman vortex type air 70-sensor 16 and an intake air temperature sensor 17 as shown in FIG. 3 are provided.

This air 70-7-tater 15 is connected to a convensage tongue plate (flap) 15a which is rotatably provided in the damping chamber (gunba chamber), and a convensage tongue plate (7'') 15a. The internal pressure of the supply pipe corresponding to the amount of intake air is determined by the potentiometer 15b.
It is detected as the voltage output from the

Further, the Karman vortex type 1770-sensor 16 is provided in the vicinity of the air meter 15 for obtaining an alternating current voltage signal with a frequency proportional to the amount of intake air.

Note that only one of the air 70-meter 15 and the air 70-sensor 16 may be provided.

Intake manifold 6b which is the downstream side intake passage part
A fuel injection valve (injector) 19 is arranged toward the intake port 18 of each cylinder.

That is, the fuel injection system S2 in this embodiment is of the multi-point injector type a.

The exhaust system S includes an exhaust passage 20 connected to the combustion chamber 4 and a catalytic converter (not shown) inserted near the exit of the exhaust passage 20 and filled with a three-way catalyst. Exhaust manifold 2
0a or exhaust pipe is equipped with 0 to measure 02 concentration in exhaust gas.
□A sensor 21 is provided.

As shown in FIG. 5, the ignition system S includes a spark plug 22 that produces an ignition spark in each combustion chamber 4, and each spark plug 2
A distributor 23 for distributing high voltage to the ignition coil 24, an ignition filter 24 for generating high voltage to be sent to the distributor 23, and a power transistor for generating high voltage for the ignition coil 24 by mapping the voltage from the battery 2G. The h1 is made up of 25.

The control system S includes an intake flow rate control means M1 that controls the intake flow rate by adjusting the opening degree of the throttle valve 8 in the intake system S1, and an injector 1 in the fuel injection system S2.
Fuel injection amount control means M2 that controls the fuel injection amount from 9
and the air-fuel ratio t from the 02 sensor 21 in the exhaust system S.
i? an air-fuel ratio control means M that receives the information and drives the injector 19 and the throttle valve 8 to adjust the air-fuel ratio to an appropriate value (for example, a stoichiometric air-fuel ratio or a lean air-fuel ratio); an ignition system S;
ignition timing control means M for adjusting the ignition timing of the vehicle; brake control means M5 for controlling the braking state of each wheel 3a to 3d; and automatic shift control means M6 for controlling the shift state of the automatic transmission 27. With,
An engine output reduction means M^ is provided for reducing the engine output in a predetermined state of the automatic 1111.

The control system S, as shown in FIG. 1(b) and FIG.
are collectively referred to as the control unit 13.

As shown in FIGS. 3 to 6, the detection system S includes the above-mentioned motor body silane sensor 14. Airf 0-meter 15. Karman vortex air 70-sensor 16. Intake air temperature sensor 17,0
In addition to the two sensors 21, there are also an accelerator ponocyan sensor 28 attached to the accelerator pedal (or stick) 28a to detect its depression ff1 (made by Ji!l), an accelerator fully closed switch 28'', a water temperature sensor 29, a speed sensor 30. Atmospheric pressure sensor 31°Battery voltage sensor 32.Cranking sensor 33°Air conditioner switch 34.Second switch 35.Engine rotation angle sensor (engine rotation speed sensor) 37a.

37b, crank phase sensor 39. Wheel speed sensor 42a
~42d, inhibitor switch 43. Acceleration sensor (G
sensor)44. Brake beggle depression sensor 45. Air supply pipe internal pressure sensor 56. It is configured with a Noah King sensor 57 and the like.

Here, the motor position sensor 14 is connected to the electric motor 12.
The Karman vortex type air sensor 70-sensor 16 detects the amount of intake air from the number of Karman vortices, and the intake air temperature sensor 17 detects the intake air temperature. The accelerator position sensor 28 detects the amount of depression of the accelerator pedal 28a, which serves as an artificial scraping member provided in front of the driver's seat of the vehicle, and the engine rotation angle sensors 37a and 37b are the distributor The engine speed is detected by extracting a crank angle signal from 23, the water temperature sensor 29 detects the engine cooling water temperature, the vehicle speed sensor 30 detects the vehicle speed, and the atmospheric pressure sensor 31 detects atmospheric pressure. The battery voltage sensor 32 detects the battery voltage, the cranking sensor 33 detects when the engine is started, and the air conditioner switch 34 detects the operating state of the air conditioner, especially the on/off state. The select switch 35 outputs a signal according to the position of the select lever 36.

Further, the engine rotation angle sensors 37a and 37b are composed of a pickup and a signal rotor fixed to the distributor shaft, and one engine rotation angle sensor 37a sets the time to start energizing the primary side of the ignition coil 24. The CI multiplied signal, which serves as a reference signal when performing the For example, the C2 signal, which is a reference signal for setting the ignition timing of the engine rotation angle sensor 37&, is output to the control unit 13 at every crank angle of 120 degrees in a state out of phase with the engine rotation angle sensor 37&. These engine rotation angle sensors 37a and 37b are connected to the control unit 13.
It functions as an engine rotational speed sensor together with the clock 38 in A.

The crank phase sensor 39 includes a protrusion 39g protruding from a predetermined position of the crankshaft 41 of the piston 40, and a crankshaft 4 located at a position opposite to the protrusion 39a.
When the protrusion 39a passes near the pickup 39b when the crankshaft 41 rotates, the magnetic flux of the pickup 39b changes due to the change in the magnetic flux of the pickup 39b. The AC voltage signal is input to the control unit 13 as a signal indicating the rotational phase of the crankshaft 41.

Wheel speed sensors 42a to 42d are connected to each wheel 3a to 3d of the vehicle.
The continuous speed detection signals from the wheel speed sensors 42a to 42d are input to the control unit 13, and the wheel speed sensors 42a and 42b are provided for each of the left and right front drive wheels 3a.
, 3b, and wheel speed sensors 42c, 42d.
detects the respective wheel speeds of the left and right rear wheels 13c and 3d.

Furthermore, an inhibitor switch 43 is provided as a shift position detection sensor, and the state of the gear position is inputted to the detected control unit 13.

Further, an acceleration sensor (G sensor) 44 detects the acceleration of the vehicle (
In particular, the brake pedal depression sensor 45 detects the amount or time of depression of the brake pedal.

Furthermore, an air supply pipe internal pressure sensor 56 that detects the internal pressure of the intake passage 6 and a non-king sensor 57 that detects the engine 2's turning are provided.

The control unit 13 performs waveform shaping, pulse generation, A-D
In addition to an interface that has a circuit for conversion, it has a CPU, RAM, and ROM, and is a drive-by-wire type that receives throttle adjustment from a motor control sensor 14 and adjusts the amount of drive of the throttle valve 8 by the electric motor 12. Motor control computer 13a as intake flow rate control number M1 and each injector 19
On/off timing (ignition timing) for fuel supply unit and power transistor 25 with ignition coil 24
The number of fuel injection amount control steps M2゜air-fuel ratio control means M
, and a fuel/ignition timing control computer (hereinafter referred to as l"ECI) which also serves as the ignition timing control means M4.
a transmission control combinator (hereinafter referred to as "computer") 13b, and an automatic transmission i control means M that controls oil pressure etc. according to the gear position of the automatic transmission 27.
This is referred to as "rELC computer") 13C and calculates the slip rate of the drive wheels (here, front wheels 3 at a b), which will be described later.If the slip rate exceeds a predetermined judgment state, wheel 3
Engine output reduction means M^ that brakes a to 3d from the brake Isokare 461 or limits the output from the engine 2.
and a wheel/engine output control computer (hereinafter referred to as "TASOS computer (or total anti-skid control system computer)" or rTC computer) 13d as brake control means M5.

Also, a motor control computer 13a.

ECI computer 13b, ELC computer 13e
and the TASCS computer 13d are mutually connected by a path line.

By the way, the motor control computer 13a has the following functions and means.

The mass/motor control computer 13a has a function as an engine output control amount determining means Pi47, and has a target acceleration setting means 48 as shown in FIG. 1(b). And this target acceleration setting means 4
8 is configured as a two-dimensional map in which target acceleration αX is determined according to accelerator opening information and vehicle speed information, and by receiving signals from vehicle speed sensor 30 and accelerator position sensor 28 as address signals, this accelerator opening is The target acceleration α× stored in advance can be retrieved according to the acceleration and vehicle speed.

The motor control computer 13a also includes an acceleration detection means 49 that differentiates the signal from the vehicle speed sensor 30 to obtain the traveling acceleration (actual acceleration) Va.

Furthermore, the motor control computer 13a is
It is equipped with an output torque detector 9950. This output torque detector y, 50 determines the current output torque TEN based on the 1 blue report obtained by dividing the intake air fiA by the engine speed N (this information A/N has engine load information) and the engine speed information N. It is constructed as a two-dimensional map,
゛By receiving the engine load information A/N and the engine speed N as an address signal, it is possible to retrieve the current output torque TEM stored in advance according to the engine load information A/N and the engine speed N. It has become.

By the way, the motor control computer 13a includes a target torque calculation means 51 that calculates a target torque ToM by multiplying the target acceleration αX minus the running acceleration α by a required coefficient and further adding the current output torque TEM.

That is, this target torque calculation means 51 is the target acceleration setting means 48. Acceleration detection means 49. The target torque TOM is determined by receiving signals from the output torque detecting means 50 and the coefficient setting means 52 and calculating the following equation.

Here, W is the IrL weight, r is the tire effective radius of 1 g, and gravitational acceleration I K + is a correction coefficient that takes into account the inertia of the engine 2, automatic transmission 8!27, tires, etc., and these values are determined by the coefficient setting means 52. Set by.

It should be noted that all of the above torque calculations are performed in terms of the first speed, in order to facilitate calculations on the CPU. For this purpose, the detection i+ from the select switch 35 is input to the motor control computer 13a, and the current speed is detected.

The motor control computer 13a also includes a throttle opening setting means 53 for setting a desired throttle opening θ^CL determined by the target torque TOM and the engine speed N, as shown by the two-dot chain line in FIG. That is, the throttle opening degree setting means 53 is configured as a two-dimensional map in which the throttle opening degree θACL is determined by the Fl reference torque TOM and the engine speed N in the relationship shown in FIG. By receiving the rotational speed N as an address signal, a pre-stored throttle opening degree can be retrieved according to the target torque TOM and the engine rotational speed N.

Furthermore, the motor control computer 13a, as shown in FIG.
The current driving wheel 3a is calculated by.

An engine output reduction amount determiner 93 M + a that determines the output reduction correction coefficient to be 2 according to the idle rotation rate ΔVi of the engine output reduction amount determining means 93 M + a, and the output reduction correction coefficient obtained by this engine output reduction amount determining means to be 2 and the target torque. The multiplier 103 calculates the product TOM' with the target torque TON from the calculation means 51.

Note that instead of providing the multiplier 103, as shown in FIG. 1(b), the slip target torque calculating means 61 having the same function as the multiplier 103 and the non-slip target torque TOM are used when the B command is issued. Target torque at slip TTC (=
A switching means 62 for switching to TOMXK2) may also be provided.

The motor control computer 1 also functions as the engine control means 55 to output a control signal to the 71 motor 12 via the drive circuit 54 so that the throttle opening obtained by the throttle opening setting means 53 is obtained in this manner.
3a has.

By the way, the ECI computer 13b has the following functions and means.

First, the ECI computer 13b, as shown in FIG.
In this ignition timing control circuit 70, the CPU 71 mainly controls five external terminals lNTl to INT5.
Of these, the Karman vortex signal K from the Karman vortex air sensor 70-sensor 1G is input to the terminal 1NTl, and the protrusion row 37A provided on the rotor pongee 23a of the distributor 23 is input to the terminal INT2. The result detected by the sensor 37a is shaped into a short pulse by the waveform shaping circuit 72 and inputted as the coil energization start reference signal C1.
T4 has another row of protrusions 37 provided on the rotor shaft 2311.
The result of detecting B by the engine rotation angle sensor 37b is shaped into a rectangular pulse by the waveform shaping circuit 73 and inputted as the ignition timing reference signal C2. In addition, the drive wheel idling rate calculation circuit 75 calculates and outputs the drive wheel to the terminal INT5.
A signal Δ■; representing the idling rate of &3a, 3b is input.

Here, the first row of protrusions 37 provided on the rotor shaft 23a
In A, the rotor shaft 23a has the same number of protrusions as the number of cylinders of the internal combustion engine.
grooves are arranged at equal intervals on the circumference of the ignition coil 24, and the signal detected by one engine rotation angle sensor 37a based on this first protrusion row 37Al is the energization of the primary side of the ignition coil 24. This is the reference signal when setting the start time. Further, the second projection row 37B provided on the rotor shaft 23a is out of phase with the first projection row 37A, and the same number of projections as the number of cylinders of the internal combustion engine are arranged on the circumference of the rotor shaft 23a. The signals detected by the other engine rotation angle sensor 37b based on the protrusion row 37B of this tjS2 are determined at the end of energization of the primary side of the ignition coil 240, that is, for each cylinder. This is the reference signal for setting the ignition timing. In other words, the same number of interrupt signals as the number of cylinders are supplied to the terminals INT2 and INT4 of the CPU 71 for one revolution of the distributor (two revolutions of the crankshaft).

The CPU 71 is connected via a pass line 76 to a 7-lead running counter 74, a RAM 77, a ROM 78, a register A 79, and a register I380. The RAM 77 stores detection signals from each sensor that detects the operating state of the internal combustion engine and calculation results from the CPU 71.

A first comparator 81 generates an output signal when the data of the register A79 for setting the energization start time of the ignition fill 24 and the data of the free running cutter 74 are matched, and A second comparator 82 is provided which compares the data of the timing setting register B80 and the data of the 7-leaving running counter 74 and generates an output signal when the two values match. The output signal of 81 and the output signal of the comparator 82 of fjS2 are input to the set terminal S and reset terminal R of the 7-lip 70-tub 83, respectively. And this flip 70? The output terminal Q of the first comparator 83 is connected to the base electrode of the switching transistor 25 that controls the energization of the primary side of the evening coil 24, and when the output signal of the first comparator 81 is generated, When the transistor 25 is turned on and the primary side of the ignition coil 24 is energized, and the output signal of the comparator 82 of fjS2 is not emitted, the transistor 25 is turned off and the primary side of the ignition coil 24 is cut off. be done.

This ignition timing I (in the J control circuit 70, the signal CI generation rL
! The CPU 71 calculates the delay angle time from the 1st run based on the engine rotational speed information, etc., adds this calculation result to the value of the 7th run counter 74 at the time when the signal C1 is generated, and inputs the addition result to the register A79. However, in the comparator 81 of the reheating 1, the value of the register A79 and the value of the 7th running counter 74 became equal.
At the time of separation, an input signal is supplied to the set terminal S of the 7-lip 70 tube 83 to determine the time to start energizing the transistor 25, that is, the time to start energizing the ignition coil 24. Also, the time data corresponding to the delay angle (ignition delay angle) from the signal C2 generation time is 8! Calculated based on the intake air amount per operating cycle, engine rotation speed, and drive wheel idling rate, and when signal C6 occurs, α
This calculation result is added to the value of the 7-rerunning counter 74 in , and the addition result is output to the register B80.
At the time when the comparator 82 of the reheating 2 determines that the value of the register B80 and the value of the 7 Lee running counter 74 are equal, an input signal is supplied to the reset terminal R of the 7 lip 70 tube 83, The cut-off time of the transistor 26, that is, the time when the ignition spark is generated by the ignition plug 22 is determined.

By the way, the TASCS computer 13d has the following functions and means.

First, the TASCS computer 13d is equipped with a driving wheel idling rate calculation circuit 75 as a driving wheel idling rate data stage M7B as shown in FIG. NO1 counter 86 that counts the continuous speed signal FR from the right front wheel speed sensor 42a via 85, and NO2 counter 87 and C that counts the continuous speed signal FL from the left front wheel speed sensor 42b.
A ROM 88 that stores a calculation program for calculating the drive wheel idling rate by the PU 84, and a RAM 89 that stores data used when executing the calculation program are connected.

Further, the CPU 84 is configured to receive a rear wheel speed signal VBi from the rear wheel speed calculation circuit 90h, and the rear wheel speed calculation circuit 90 is configured to receive a rear wheel speed signal VBi from the rear wheel speed calculation circuit 90h and the rear wheel speed calculation circuit 90. Input each continuous speed signal from , determine which continuous speed value is faster among the right rear wheel 3c or the left rear wheel 3d, and calculate the above CP.
Output to U84. The calculation processing operation by the CPU 84 is executed based on the timing signal from the clock 38, and the calculation result is sent to the ignition timing control circuit shown in FIG. 70.

g. As shown in FIG. 6, the driving wheel idling rate calculation circuit 75 first calculates the average driving wheel speed i based on the wheel speed data Vu+i of the right front driving wheel 3a counted by the NOI counter 86, and then calculates the average driving wheel speed ■...i. Makes me itch. On the other hand, the actual vehicle moving average speed VBi is calculated based on the rear wheel speed data VBi from the rear wheel speed calculation circuit 90, and the actual vehicle moving average speed f is multiplied by a constant X (for example, 1.03). Pseudo speed data Y (for example, 2) is added and this is stored in the RAM 89 as the calculated vehicle moving speed VRi.

The right front wheel 3 is stored in the RAM 89, respectively.
From the average drive wheel speed Vwi of a, the vehicle moving speed VRi
is subtracted to determine the idle rotation rate ΔVi of the drive wheels 3a and 3b. In this case, the reason why the actual vehicle moving average speed VBi is calculated as the vehicle moving speed ■RI is because if the average driving wheel speed Vwi is slightly higher than the actual vehicle moving average speed VBi, the driving wheels 3 a and 3 b are idling. This is to give them some leeway so that they are not seen as doing so. Note that the idling rate ΔVi of the drive wheels 3a, 3b is determined by the ignition timing control circuit 70.
The calculation is output continuously at all times.

Next, when determining the optimal ignition correction timing T in step a8 of Figure @9, the seventh section describes the means for determining the ignition timing correction value Ti based on the idle rotation rate ΔVi of the driving wheels, which is one correction element. This will be explained with reference to the control unit shown in the figure.

Based on the rear wheel speed data VBi input from the rear wheel speed calculation circuit 90, the CPU 84 of the drive wheel idling rate calculation circuit 75
The vehicle moving average speed 81 is calculated in the calculation circuit R1, and this vehicle moving average speed VBi is multiplied by a constant X in the calculation circuit R2, and the vehicle pseudo speed Y is added in the calculation circuit R3. Calculate speed VHi. Thereafter, the CPU 84 outputs the front cloth drive wheel speed data Vu+i input from the NOI counter 86.
Based on the average drive wheel speed Vu+i in the torque circuit R4
is calculated, and in an arithmetic circuit R5, the vehicle moving speed VRi is subtracted from this average driving wheel rapid firing to obtain the idle rotation rate ΔV1 of the right driving wheel 3a.

Here, if the calculation circuit R6 determines that the driving wheel idling rate data ΔVi input to the ignition timing control circuit 70 in FIG. 5 is "positive" and that the right driving wheel 3a is currently in the idling state, 7 rip 7 through AND 1
A high level (11) signal is supplied to the set terminal S of the 0 knobs F, F,. In this case, the corrected retard value TiR (40°) from the time point at which the ignition timing reference signal C2 is generated can be obtained from the output ORI.

On the other hand, the slip acceleration Δa calculated in the calculation circuit R7
When i is “positive” in the arithmetic circuit R8, it is 1! Or is the drive idle rate ΔVi in the arithmetic circuit R9 greater than "3", that is, the current drive wheel 3a is in an extremely strong idle state? 11 is disconnected, AND2 does not supply a reset signal to the 7lip 70γ filters F, F, and the set terminal R, and the 5
α Fire timing retardation correction value TiF! is still kept set at the above (40'').

Then, the slip acceleration Δ calculated in the calculation circuit R7
ai is determined to be “negative” in the arithmetic circuit R8,
In addition, the arithmetic circuit R9 determines that the drive wheel idling rate ΔVi is "
3" or less, which means that the drive wheel 32a is currently in an extremely weak spinning state. If it is fI, AND2 is a high-level reset signal 7 rip 7
0 to the reset terminal R of F, F, and cancels the setting of T 1H (= 40 '') by output Q, and instead sets one seat A 7 to multi-by-break O by output Q.
,M, is activated. The AND date AND3 receives the end of the pulse (low level signal) from the 7th circuit multivibrator 00M via the inverter INV3, and also receives the low level signal from the 7th circuit multivibrator 00M through the inverter INV2. The output is set to high level when it is received through the
The high level signal 1 from 3) G is open and 1. The retardation correction value Tie of the open flame timing is determined by judgment 1 in the arithmetic circuit RIO.

In other words, if the idling rate Δ■; of the drive wheels is still 0 or more, no matter how much it has fallen by 3, the value obtained by multiplying the idling rate ΔVi by the constant Kp is the corrected retard value Ti− , and the current corrected retard value Ti
e( is now obtained. In this case, the corrected retard value Ti
is set to 25° when the angle is greater than (25°).

In addition, when the idle rotation rate ΔVi of the drive wheels is less than "0", the corrected retard value Ti- from the previous sampling is added to the value obtained by multiplying the idle rotation rate ΔVi by the constant KM, and The angle value TiR becomes a). In this case, when the corrected retard value Ti becomes (0°) or less, (
0°).

In addition, the corrected retard value Ti is larger than Oo and 25°
If it is smaller than , it is output as is as the corrected retard value TiR. Here, the idling rate ΔVi rise ignition timing correction value Tie is calculated based on the driving wheel speed data Vwi of the right front driving wheel 3a counted by the NOI counter 86 in the Pt56 diagram, but the ignition timing correction value Tie is calculated by the NO2 counter 87. The idling rate ΔVi and the ignition timing correction value TiL based on the drive wheel speed data of the left front drive wheel 3b are also obtained alternately, and the larger correction value is set as the actual direct ignition timing correction value T.
It shall be used as i.

Further, "R" of the ignition timing correction value Tie in the control logic of FIG. 17 is based on the idle rotation rate ΔVi of the right front drive wheel 3a.

That is, the drive wheel idling rate detection means M7^ has the following characteristics as shown in FIG.
As shown in a), (b) and FIGS. 15(a)-(e), the wheel speed sensors 42a, 4 of the drive wheels 3 at 3b
Drive wheel 3a averaged by receiving each detection signal from drive wheel 2b
an arithmetic circuit 63a that calculates the wheel speed Vwi of +3b; an arithmetic circuit 63b that receives each detection signal from the wheel speed sensors 42c, 42d or other vehicle speed sensor 30 and calculates the averaged vehicle speed VBi; and the averaged vehicle speed. Based on the following formula, the vehicle speed which is the reference for slip N constant is calculated from VBi.
' m degree setting opening stage 64 and wheel speed Vwi are compared with the reference vehicle speed VT for set 7 from the reference speed setting means 64.
A set comparison means 65a outputs a signal for issuing an early engine output reduction command (A command) when Ili≧VTOld, and a set comparison means 65a outputs a signal for issuing an early engine output reduction command (A command), and a set comparison means 65a for resetting the wheel speed Vwi from the reference speed setting means 64. Reference speed VTH2 (>VT old)
a reset comparison means 65b that outputs a signal for issuing a previous engine output reduction command (to command) when VII+i≦VTl12, and a comparison means 65
Output reduction command output means 67a for outputting an early output reduction command (A command) which is initially issued in a short period in response to set signals and reset signals from a and 65b, and a reset signal from comparison means 65b. In response to this, a late output reduction command (
Output reduction command output means 67b for outputting B command)
In response to the A command and B command from the output reduction command output means 67a and 67b, the engine output reduction hand FffiM^
Engine output reduction means M1 using a closing throttle valve
A /cut circuit 68a (-t AND circuit 68) is provided to send the signal to the switching means 62 and the like.

VTH, = V8 Since this is a control that is not used in principle, it is a control that has a quick response and has little influence on the Sarno tank 7. The B command allows the vehicle's drive torque T8 to be restored appropriately, and is similar to control using the intake system SL. It has become.

In this way, the output reduction commands from the output reduction command output means G7a, 137b of the drive wheel empty air rate detection means M, ^ are as follows:
Based on the determination circuit in the engine control means 55 as shown in FIG. 16, the cylinder-specific fuel cut means M2^, the lean means M,^, and the retardation control means M4A are operated.

Further, as the engine control means, a fuel supply amount adjustment means using a fuel injection control circuit 92 as shown in FIG. 8 is provided.

This fuel injection control circuit 92 includes an interface having circuits for waveform shaping, pulse generation, and A-D conversion, as well as a CPU 94 connected via a pass line 93;
Equipped with a 7-lead running counter 95 operated by a clock signal, a ROM 96 and a RAM 97,
96 stores calculation programs executed by the CPU 94 and basic data used in the calculation processing, while RAM 97 stores detection data from each sensor shown in FIGS. 3 to 5 and data stored in the CPU 94. Calculated data is stored. Furthermore, the second fuel injection control circuit 92 includes a renostar X98t3 and a renostar X9B for determining fuel injection timing.
A comparator 99 is provided which compares the data of and the count value of the seven-lead running counter 95 and generates an output signal when the two values match.

This CPU94 mainly has four external terminals IN'TI~r.
There is a terminal NT4, one of which, NTl, receives the Karman vortex signal K, the other terminal INT2 receives the crank phase signal C, and the terminal INT3 receives the crank phase signal C.
, the over 70- signal from the 7 Lee running counter 95 is input. Furthermore, the idle rotation rate calculation data ΔVi is inputted to the terminal INT4 from the drive wheel idle rotation rate calculation circuit 75 in the tjSG diagram.

The CPU 94 executes various programs stored in the ROM 9G in response to interrupt signals sent to the respective terminals.

Further, since the count value of the running counter 95 can always be input to the CPU 94 via the pass line 93, the count value of the counter 95 can be inputted at a predetermined step during the execution of various programs. Input is possible.

That is, in the CPU 94, 7
By reading the value of the lee running counter 95,
It is possible to measure the time intervals at which various interrupt signals occur, that is, the Karman vortex signal, the crank position MI signal C, and the time intervals at which both occur.

Mainly, the CPU 94 outputs data related to determining the fuel injection end timing among the calculation results to the Renostar It is now possible to output to the set terminal S of.

The output signal of the comparator 99 is input to the reset terminal R of the 7-lip 70-tube 100, and the 7-lip 70-tube 100
The output signal of 0 is supplied to the base electrode of a switching 1 transistor 102 that controls the excitation/demagnetization of a thread/id 101 for opening and closing the valve body of the electromagnetic fuel injection valve 19.

That is, the output signal of the 711/p70 knob 100 corresponds to the injector drive signal (■), and the solenoid 101 for opening and closing the valve body is connected to the set terminal S of the 7 lip 70 knob 100.
The valve body of the electromagnetic fuel injection valve 19 is opened by being excited only during the period from when the fuel injection start signal is input from the PU 94 until the output signal of the comparator 99 is input to the reset terminal R, and the intake valve is opened. Fuel is supplied into the manifold 6b.

Since the throttle valve controlled vehicle driving force control device as an embodiment of the present invention is configured as described above, when the engine output reduction command (A finger +) is issued, the retard control means M4A is configured. The ignition timing control circuit 70, the fuel injection amount control circuit 92 that constitutes the cylinder-specific fuel cut means M2^ and the lean means M,^ are activated.

As a result, the engine output is reduced, but furthermore, the engine output reduction means MIA by the opening command and the throttle valve 8 is activated.

First, the operation of the ignition timing control circuit 709 for determining the energization start timing for the ignition coil 24 and the ignition timing for the ignition plug 22 will be described with reference to chart 70 in FIG. 9.

First, in step all, the control unit 13 reads the air supply pipe internal pressure PIN (or intake air ff1A) and the engine rotation speed N based on the detection signals from the air 70-meter 15 and the crank phase sensor 39. Then, in step a2, the CPU 71 calculates a delay time Tc from the ignition fill energization start reference signal CI based on the engine speed N read by the crank phase sensor 39, and in step a3, the CPU 71 calculates a delay time Tc from the ignition fill energization start reference signal CI. is stored at address T1.

Further, in step a4, the CPU 71 determines the delay from the time point when the ignition timing reference signal C2 is generated based on the engine load and the engine speed @number N, which is obtained by calculating the intake pipe internal pressure PIN (or intake air HA) by the engine speed N. time T
Calculate B. Here, in step a5, it is determined whether or not the engine 2 is currently in a knocking state based on the vibration of the engine 2 detected by the blowfish sensor 5 in FIG. ! When lI is disconnected, the process proceeds to step a6, where the correction value Rn of the ignition timing due to knocking is set to the constant TR.

On the other hand, if it is determined in step a5 that there is no knocking, the process proceeds to step a7, where the correction value Rn of the ignition timing due to the knocking is reset to "0".

Then, in step a8, the CPU 71 calculates the ignition timing correction value TB based on the engine state calculated in step a4, the ignition timing correction value Rn set depending on the presence or absence of knocking, and the idle rotation rate ΔVi of the drive wheels, which will be described later.
The optimum ignition correction timing T, that is, the optimum correction value for the 02 signal generation point is determined by adding the ignition timing correction value Ti determined based on Store in T2. As a result, the address T in the RAM 77.

The optimum correction value for the time point at which the ignition fill energization start reference signal C0 is generated is stored at address T2, and the optimum correction value for the time point at which the ignition timing reference signal C2 is generated is always stored as the correction value at the present time.

Next, actual energization ignition is performed based on the energization start timing correction value Tc of the ignition non-min filter 24 and the ignition timing correction value Ti of the ignition plug 22 obtained through the 70-chart in FIG. 9 and the control logic in FIG. 10th action
This will be explained with reference to the flowchart shown in the figure and FIG.

First, in the ignition timing control circuit 70 shown in FIG. 5, when the coil energization start timing reference signal C1 is issued from one engine rotation angle sensor 37a, the energization start interrupt process shown in FIG. 3 is executed. That is, in step b1, when the C1 signal is generated, the CPU 71 reads the time ITα at the time of its generation from the 7-lead running counter 74, and in step b2, the CPU 71 always writes the C1 signal to the address T1 of the RAM 77 at the C5 generation time Tα. By adding the newly stored energization start correction time, the optimum energization start time T is obtained.
Find ^.

Then, in step b3, the optimum energization start time T^ obtained in step l)2 is set in the renostar A79. Then, the comparator 81 of rjSl outputs a high level signal to the set terminal S of the 7-lip 70 knob 83 at the time when the count data of the 7-lead running counter 74 matches the optimum energization start time T^ set in the renostar A79. Output. As a result, energization of the ignition coil 24 is started via the switching transistor 25 in synchronization with the optimum energization start time TA.

Further, when the ignition timing reference signal C2 is issued from the other engine rotation angle sensor 27b, the ignition timing interrupt process shown in FIG. 11 is executed. That is, when the C2 signal is generated in step c1, the CPU 71 reads the time ITβ at the time of generation from the 7-lead running counter 74, and in step C2, the C2 signal is
It is always newly stored at address T2 of the RAM 77 at the generation time Tβ. Add α ignition timing correction time, optimal ignition time T
.

seek.

Then, the optimum ignition time T obtained in step c2
, is set in register B'80 in step c3. Then, the @2 comparator 82 reads the register B8.
When the optimum ignition time T0 set to 0 (the count data of the 7-rerunning counter 74 coincides with each other), a high level signal is output to the reset terminal R of the 7-rip 70 knob 83.

As a result, the Q output of the 7-rip 70-tube 83 changes to low level (L), the ignition coil 24 is de-energized by the switching transistor 25, and the spark plug 22 is ignited in synchronization with the optimum ignition time T0. become controlled.

Here, for example, suppose that the road surface on which the vehicle is currently traveling is a very slippery snow-covered road, and first, if the drive wheels spin significantly at the time of starting, then ↑q in the calculation circuits R6 to R9 in FIG. Based on this, the Q outputs of the 7-rip 70-tubes F, F become high level, and the ignition timing correction value Ti is set to an extremely large retard value (40°).

In other words,? In step a8 in the t'rJ9 diagram, if we ignore the correction value TB due to the engine condition and the correction value Tn due to the 7-king, the optimum ignition correction angle for the 02 signal generation time is 40°, and the spark plug 22 is The engine will ignite when the crank angle is far behind the standard ignition angle. As a result, the engine output is significantly reduced without the need to release the accelerator pedal, and the driving wheels are controlled to be prevented from spinning immediately.

In this way, when the large idling state of the drive wheels at the time of starting is about to subside and the idling rate ΔVi calculated by the driving wheel idling rate calculation circuit 75 becomes small, the ignition is started based on the t'll disconnection of the calculation circuit RIO in FIG. The timing correction angle is 2
Adjustment is made between 5 degrees or less and 0 degrees or more. As a result, the spark plug 22 will fire when the crank angle is slightly delayed from the normal standard ignition angle, and the engine output will be controlled in such a way that the spinning of the drive wheels will quickly subside without the need to operate the accelerator. .

Furthermore, even if a large ignition timing correction angle (40°) is obtained by setting the 7-rip 70γ taps F and F in FIG. In the case of "positive", if too strong a driving force is still applied to the drive wheels, "t++" is disconnected, and the ignition timing is controlled while maintaining the ignition timing correction angle (40 degrees), and the engine output is suppressed. In addition, due to the above-mentioned idling of the drive wheels, α
During ignition timing control by retarding the ignition timing correction, if the engine output is suppressed and the drive wheels immediately stop spinning, and conversely a state similar to engine braking occurs, the arithmetic circuit shown in Figure F57 Due to the [ΔVi<OJ flI break in Rio], the ignition timing correction value Ti becomes a smaller value for the first time! The ignition timing by the spark plug 22 is set to C2.
It comes close to the alpha timing, which is the standard for signal generation. As a result, the engine output is immediately returned to the original output, and there is no need to worry about retarding the ignition timing too much and having the opposite effect of preventing engine slippage.

Next, the operation when controlling the engine using this fuel injection control circuit 92 will be explained with reference to charts 70 shown in fjS12 figures (u) to (c).

First, the program shown in FIG. 12(a) is a Karman vortex interrupt routine that is executed every time the Karman vortex signal K is input to the terminal lNTl of the CPU 94. , "1" is added to the data held at the address FK of the RAM 97. In other words, in this Kalman vortex splitting routine, what is the Kalman J station signal? A calculation will be performed, and here a pulse number measuring means is configured to measure the number of pulses of the Karman vortex signal, which is a pulse signal.

Next, the program shown in FIG. 12(b) is a crank phase interrupt routine that is executed every time the crank phase signal C is input to the INT2, and first, when the crank phase signal C is input to the INT2, In step c1, the CPU 94 uses the pulse generation data of the Karman vortex signal input to the address FK of the RAM 97 obtained by the Karman vortex interrupt routine, and the drive wheel idling rate calculation circuit 75 obtained by the drive wheel idling rate calculation circuit 75 in FIG. 3a.

3b, and the fuel injection correction value Ki determined according to the idling rate ΔVi of FIG.
The ideal fuel injection time is input to the address D where the ideal fuel injection time is calculated from the air-fuel ratio correction coefficient according to the engine state based on the detection data of each sensor in the figure.

Therefore, the data input to the address FK of the RAM 97 is once cleared to rOJ in step e2. Then, the process proceeds to step c3, where the count value of the free running force counter 95 is read and inputted to the address Tc.

Next, in step e4, the ideal fuel injection time data input to the address D is added to the count data input to the address Tc, and when the fuel injection ends, 171]
T is calculated.

This fuel injection end time T0 is set at step e5,
Make register X98 human-powered. Thereafter, the process proceeds to step e6, where the CPU 94 outputs the signal ff to the 70 tubes 100, and the electromagnetic fuel injection valve 19 starts supplying fuel.

Then, in the nine comparators, the fuel injection end time T input to the renostator X98 in step e5 is
. is compared with the count value of the 7 Lee Running Counter 95, and if the above two match, the 7 Lip 7I17
A reset signal is supplied to the fuel injection valve 19.
is closed. That is, the fuel injection valve 19 is opened from the time the 7th valve 70 is set until the 70th valve 100 is reset, that is, the fuel injection valve 19 is opened according to the ideal fuel injection time inputted to the address D in step e1 above. The operation is now controlled, and during normal vehicle operation, the fuel injection time (address D) is calculated based on the air-fuel ratio (address Ks) according to the engine condition and the Karman vortex data (address FK). The fuel injection valve 19 is controlled to open, and an appropriate engine output can be obtained in response to the driver's accelerator operation.

On the other hand, when the drive wheels idle, for example when driving on a slippery road surface, the fuel injection time (D) is determined according to the idle rotation rate ΔVi of the drive wheels.
i). That is, the above fuel injection correction value (Ki) is based on the m7 diagram or IjS17 to 2 described later.
It is obtained from a correction value determining means 1 which is almost the same as the control ronoc shown in some part of FIG.
These are not retardation correction values for retarding the ignition timing (
, it is sufficient to replace it with a correction value for shortening the fuel injection time (D). As a result, for example, when the idle rotation rate ΔVi of the drive wheels is extremely large, the correction value (K i ) for the fuel injection time is determined to be a value that significantly shortens the actual fuel injection time, so that the intake manifold 6
The amount of fuel supplied to b is reduced to a very small amount regardless of the driver's accelerator operation, and the engine output is suppressed and controlled in a direction that immediately prevents the drive wheels from spinning.

Furthermore, when the idle state of the drive wheels has almost subsided due to the above-mentioned extensive fuel injection control, the correction value (K i) for the fuel injection time is determined to be an extremely small value, so that
The amount of fuel supplied to the intake manifold 6b is determined by luck.
The amount is returned to approximately the amount corresponding to the accelerator operation, and the engine output is adjusted and controlled to prevent the drive wheels from spinning and to ensure that the driving force is sufficiently transmitted to the road surface.

Next, while the engine output reduction command (to command and B command +) is issued, or while the B command is issued,
Engine output reduction means M, which is a six-role valve that operates;
I will explain about ^.

First, as shown in FIG. 13, a target throttle opening degree θ^CL determined according to the accelerator opening degree is calculated by EIC3 acceleration control or the like (block Gl).

In this block G1, the target acceleration setting means 4 uses vehicle speed information V while the vehicle is driving and accelerator opening information X.
8, the target acceleration αX is read out (step gl), and the acceleration detection means 49 differentiates the signal from the vehicle speed sensor 30 to output the traveling acceleration ar3 (step g1).
2) Furthermore, the current output torque TEM is read out by the output torque detection means 50 from the engine speed information N and the load information TB (step g3).

Next, in step g6 of block G2, a slip determination is performed.

First, since it is reset during normal driving, compare the heavy wheel speed VW (product of driving wheel effective radius r and driving wheel angular velocity -) with 11'L wheel speed VT old ("VsXl, 03 +Kt
), and when Vwi≧Vd is determined, it is determined that the previous engine output reduction command (hereinafter referred to as "A command") has started, or the A command is issued in accordance with ΔVWW.

Then, in the A command, a comparison is made between the front wheel speed Vw and the rear wheel speed V, and Vw-V (if 3 is smaller than the predetermined value Ko, that is, Vwi≦VTl12 and Vw-
Vw'' 0, where Vw' is the previous front wheel speed).
(referred to as "B Directive").

This B command is issued while Σ(Vw V7 old) is greater than or equal to a predetermined value, that is, Σ(Vw-V7 old) is issued.

Not issued.

Next, in block G3, if the A command is being issued (
Step g5), in order to perform one or both of lean or cut control of the fuel amount and retard control of the ignition timing,
While issuing a command to the ECI computer 13[1,
At the same time, the opening degree of the throttle valve 8 should be controlled to decrease (step g6). First, the slip ratio ΔVi is determined based on the following equation (step g7).

In addition, as Vi to this slip rate, the above-mentioned (Vwi-
VRi) may also be used.

Then, using this slip rate ΔVi, as shown in FIG.
As shown in the engine output reduction amount (coefficient) determiner 92 MIA due to the throttle valve, the output reduction rate due to the throttle valve is determined to be (=0 to 1.0).

Then, these target acceleration αX, traveling acceleration (actual acceleration) αB, current output torque TEMB, and coefficient setting means 52
Coefficient information from f(W-r)/gl X K + or W.

'+g+ is 1. The target torque operator stage 51 executes the calculation of the above equation (1) to obtain the target torque TOM (
Step g9).

Next, the output reduction rate by the throttle valve is multiplied by 2 and the target torque TOM to obtain the final target torque TOM' (step g10).

When the zero reference torque TOM is determined in this way, the throttle opening degree setting means 53 selects the required throttle opening degree θ^CL from the map shown in diagram Pt514 (step g11).

On the other hand, during the issuance of the B command, step 5. Step G12 leads to step g7, where the target torque TOM is decreased in accordance with the slip ratio Δ■; similarly to when the A command is being issued. This B
While the command is being issued, unlike the above-mentioned A command, the output torque is not controlled to be reduced based on the fuel amount or ignition timing.

In addition, if neither the Directive nor the B Directive is issued,
"Output reduction by throttle valve" P K 2 is set to 1 (step g13), and no output reduction is performed by the throttle valve.

In block G4, the engine control means 55 determines the drive amount ΔD of the throttle valve 8 based on the throttle opening degree θ^CL obtained in block G3 (step g14), and this drive amount ΔD is transmitted to the electric motor through the drive circuit 54. It is output as a control signal to the motor 12 (step g15). As a result, the throttle valve 8 is controlled to a desired throttle opening degree, so the output state of the engine 2 is also controlled, and the vehicle can be driven at the target acceleration.

In this way, when there is no slip, the logic for achieving the target acceleration is to focus on the fact that acceleration is proportional to the margin torque, that is, the difference between the output shaft torque and the running resistance torque, and to calculate the target acceleration from equation (1) above. The torque is determined, and the desired throttle opening is selected based on the target torque, and the throttle valve 8 is controlled to achieve this opening.
The predictive control of acceleration has higher accuracy than ID control, and the control accuracy does not deteriorate even when there are disturbances such as slopes or wind damage.

Furthermore, at the time of slip, the slip rate ΔVi at that time
The final target torque TOM' with the reduced output is determined from the output reduction rate of 2 by the throttle valve according to the target torque TOM which reflects the accelerator opening degree X.

Therefore, according to this embodiment, the ignition timing control circuit 70
In the case of normal driving, the ignition timing correction value T is always obtained according to the engine operating state, and the engine output is controlled to the optimum state according to the driver's accelerator operation by appropriate ignition timing control. When the drive wheels 3a, 3b are idling on a road surface with a low coefficient of friction, the magnitude of the idling state is immediately determined and a correction value Ti for the reference ignition timing is determined, and at the same time, the correction value Ti is Accordingly, the ignition timing is delayed to suppress engine output, and the drive wheel 3
Since the driving force of wheels a and 3b can be set to the optimal driving state, the driver does not have to take the trouble to operate the accelerator depending on the idling state of the driving wheels 3a and 3b, and the idling of the driving wheels can be quickly suppressed. It becomes possible to sufficiently transmit the driving force to the road surface.

This not only makes it possible to always control the output to the best condition depending on the situation, but also improves steering stability when driving on slippery roads, significantly reducing the burden on the driver.

Furthermore, in the fuel injection amount control circuit 92, even when using the fuel injection amount adjustment means, it is possible to adjust and control the engine output in the same way as when using the above-mentioned ignition timing adjustment means, and it is possible to adjust and control the engine output to the driving wheels. The idling phenomenon that occurs can also be sufficiently prevented.

In addition, the engine output reduction means M1^ by the throttle valve 7)
Since the ignition timing control, cylinder control, and lean control described above can be performed together, deterioration of engine performance and exhaust conditions can be reduced.

Furthermore, this operation can be performed automatically and accurately.

And, as shown in ':jS15 figures (a) to (c),
Road torque (current output torque lower end) and vehicle drive torque TE
Even if the vehicle enters an unstable slip state ZN, which is different from M, it is possible to immediately return to the stable running state FJ Z s of a non-slip state.

Note that in FIG. 15(b), the magnitude of the command value is represented by the amount of output reduction as the amount of retardation.

As a modification of the present invention, a driving wheel 3a shown in FIG.

Instead of the control logic for the M correction value Ti at the time of ignition 3b when the engine is idling, the ignition timing correction value Ti may be determined using each of the control logics shown in FIGS. 17 to 21.

First, in the control logic in the rjS17 diagram,
The idling acceleration Δai of the drive wheels 3a, 31+ is calculated by the calculation circuit R1.
1, if the air conductivity ΔVi of the driving wheels 3a, 3b is in the upward direction, 1'll is cut off,
7 and 70 knobs F and F are set, and the ignition timing correction value Ti (40°) is continuously obtained according to a predetermined time interval set by the one-shot multivibrator 00M, and After the completion of , the above-mentioned idling acceleration Δa
When i is judged by the arithmetic circuit R12 to be less than -1g, that is, the idling state of the drive wheels 3a and 3b has been sufficiently subsided, the above-mentioned 7th pump 70 knobs F and F are set, and the idling of the drive wheels is stopped. The ignition timing correction value Ti is “0”
To be set/viewed.

Next, in the control logic shown in FIG.
1, when it is determined that the void ratio ΔVi of the drive wheels 3a and 3b is in the upward direction, 7 lips and 70 knobs F, F are set, and the one-shot multivibrators O, M are activated. The ignition timing correction value Ti (=40 ”+(2), and then the above-mentioned idling acceleration Δai is calculated by the calculation circuit R12.
If it is less than -1g, that is, if it is determined that the idle state of the drive wheels 3a, 3b has sufficiently subsided, the above-mentioned 7 lips 70 tongues F, F.

is reset, and the ignition timing correction value Ti due to drive wheel slipping is
is set to 25° or less according to the correction value map of the arithmetic circuit R14.

In addition, in the above embodiment, the arithmetic circuits R7 to R7 in FIG.
Due to R9, the idle rotation rate ΔVi of the drive wheels 3a and 3b becomes "
3" or less, and the idling acceleration Δai is "0"
If it is determined that the value is lower than F, F.

is reset and the above idling rate ΔV is calculated in the arithmetic circuit R10.
The ignition timing correction value Ti is determined by an arithmetic expression including a constant Kp or KM when i is "ΔVi≧0" or [ΔVi<OJ. In such a case, in the control logic in FIG. 19, the arithmetic circuit R15 Based on the correction value map of
The ignition timing correction value Ti is set to 25 degrees or less, which gradually changes downward as time passes.

Furthermore, in the above embodiment, the arithmetic circuit R1 in FIG.
0, if the idle rotation rate ΔVi of the drive wheels 3 a, 3 b is determined to be "ΔVi≧0", the ignition timing correction value T
i was determined by a formula including a constant Kp, and its upper limit was set to 25° or less and 0° or more.
A correction value Ti' is set as the actual ignition M correction value Ti based on the correction value map of the arithmetic circuit R1f3 in which the upper limit value of i is set to 40°.

Furthermore, in the above embodiment, based on the ↑q cut of the arithmetic circuits R6 to R9 in FIG.
is set, a fixed correction value of 40° is simply set as the ignition timing correction value Ti, but as shown in the control logic of FIG.
The fixed correction value when the knobs F, F, are set to 20°
By adding a variable correction value of 0° to 20° determined by the correction value map of the calculation circuit R17 to this fixed correction value (20°), it corresponds to the idle rotation rate ΔVi of the drive wheels 3a and 3b. Ignition timing correction value Ti (=20°~4
0°) is set.

In this way, the ignition timing control circuit 70 in the modified examples shown in FIGS. 17 to 21 can always obtain the optimal engine output according to all situations by determining the ignition timing correction value with respect to the reference ignition timing. .

Note that a Karman vortex type air sensor 70-sensor 16 may be provided in place of the intake pipe internal pressure sensor at the positions indicated by reference numerals 5 and 6 in FIG.

Furthermore, the traveling acceleration may be directly detected by a conventionally known G sensor.

Further, in this embodiment, feedback control may be performed based on the actual acceleration aB from a G sensor installed in the vehicle.

In addition, in the above embodiment, the engine load is A
/N information may be replaced by throttle opening or intake passage pressure, or vice versa.

In addition, the vehicle speed sensor 30 may not be provided (in addition to the above-mentioned vehicle speed sensor, a ground speed sensor such as an optical sensor may be used as the vehicle speed sensor. In this case, the two-wheel drive
It may also be configured as a wheel drive vehicle (+'J).

Furthermore, without providing the AND circuit 68 with the knot circuit f38a, the output reduction command output terminals j and Q67b are connected to the switching means 62.
It is also possible to directly connect one circuit or to provide an OR circuit.

Although this embodiment was applied to an engine using an injector 19, it may also be applied to an engine using a carburetor.

In this embodiment, control by the throttle valve and control of the fuel amount or ignition timing are combined, so that optimal control can be achieved.

Such engine output reduction control while stepping on the accelerator and braking control using the brake control 46 may be combined as appropriate.

In addition, the output reduction correction coefficient is set to 2, and the slip rate Δ
It is also possible to use one that is determined according to Vi and the vehicle speed ■B.

〔Effect of the invention〕

As described in detail above, according to the throttle valve controlled vehicle driving force control device of the present invention, depending on the idle rotation rate of the drive wheels,
Since the engine output reduction correction coefficient is determined and the engine output is controlled to be reduced based on the output reduction correction coefficient and the target torque, the following effects and advantages can be obtained.

(1) During normal driving, the engine output can be controlled to the optimum state according to the driver's accelerator operation.On the other hand, when driving on extremely slippery roads such as snow-covered roads or frozen roads, This eliminates the need for the driver to operate the accelerator frequently (and makes it possible to easily prevent the drive wheels from spinning.

(2) Since means for controlling the opening of the throttle valve is used as the output reduction means, there is no adverse effect on the engine or catalyst.

(3) Fluctuations in engine generated torque are reduced.

(4) The zero mark torque can be determined according to the idling rate at that time.

(5) Even in a slip state, the driver's intention can be reflected in the target torque.

[Brief Description of the Drawings] Figures 1 to 16 show a throttle valve-controlled vehicle driving force control device as an embodiment of the present invention.
) is a block diagram corresponding to the claims of the present invention, FIG.
b) is a block diagram showing its main configuration, Figure 2 is a schematic diagram showing its overall configuration, Figure 3 is a schematic diagram showing its overall configuration in relation to its engine, and Figure 4 is its relation to its combustion chamber. FIG. 5 is a schematic diagram showing the main part configuration, FIG. 5 is a block diagram showing the ignition timing control means in the ignition timing control means, and FIG.
The figure is a block diagram showing the drive wheel idling rate calculation circuit in the drive wheel idling rate calculating means, FIG. 7 is a logic circuit diagram showing ignition timing correction value determination according to the idling rate of the drive wheel, and FIG. A circuit diagram showing the fuel injection control circuit in the fuel injection amount control means! Figure In9 is a flowchart showing the optimum ignition timing setting operation, Figure 10 is a flowchart showing the energization jump start interrupt operation when the ignition coil energization start reference signal C1 is generated, and Figure 11 is the flowchart when the ignition timing reference signal C2 is generated. FIG. 13 is a flowchart showing the ignition timing interrupt operation, fjS12 (, ) to (C) are flowcharts showing the engine control operation by the fuel injection control circuit, and FIG. 13 is a flowchart showing the target throttle opening determination operation. Figure 14 is a graph showing the relationship between the engine speed and target torque, and Figures 15 (,) to (c)
16 is a graph showing the distribution of the engine output reduction operation, and FIGS. 17 to 21 show modified examples of the ignition timing correction means in the embodiment of the present invention. So, the f517-21 diagram is that Ha 1! [! 8 is a logic circuit diagram showing all EJ paths corresponding to FIG. 7; FIG. 1. Car, 2. Engine, 3. Wheels, 3a, 3
b...Front wheel (Kake!I!IJ wheel), 3C13d...Rear wheel (
Driven wheels), 4. Combustion chamber, 5. Air cleaner, 6.
・Intake passage, 6a... Upstream intake passage part, 6b... Downstream intake passage part, 7... Sarno tank, 8... Throttle valve, 9, 10... Axis, 11... Boo January aging, 12
...Electric motor as actuator for throttle valve, 13...Funtrol unit, 13ajφ motor control computer, 13b...Fuel/ignition timing control computer, 13c...Transmission control computer, 13d...
・Wheels/Engine output Y-roll computer, 14
・・Motor Bonosian a sensor, 15・・Meter as intake air amount sensor ・270-meter, 15a#-Convensage thin plate (flap), 15b・・Potentiometer, 16・・Karman vortex type air 70-sensor, 17
・Intake air temperature sensor, 18 ・Intake boat, 1 ・Fuel injection valve (injector), 20 ・Exhaust passage, 20a
・・Exhaust manifold, 21・・02 sensor,
22...Spark plug, 23...Distributor, 2
3a... Rotor Tsumugi, 24... Ignition coil, 2
5. Power trannosta, 26. Battery, 27.
・Automatic gear shift, 28...Accelerator bossion sensor, 2
8'... Accelerator fully closed switch, 28a... Accelerator pedal, 29... Water temperature sensor (cold jl water temperature sensor), 3
0...Vehicle speed sensor, 31...Atmospheric pressure sensor, 32...Battery voltage sensor, 33...Cranking sensor, 34
・・Air conditioner switch, 35・・Select switch, 3
6...Select lever, 37a, 37b...Engine rotation angle sensor, 37A, 37B...Protrusion row, 38...Return key, 39...Crank phase sensor, 39a...Protrusion,
39b...Pickup, 40...Piston, 41...
Crankshaft, 42a-42d...Wheel speed sensor,
43...inhibitor switch, 44...acceleration sensor,
45... Brake beggle depression sensor, 46... Brake+ff1hL47... Engine output control amount determining means,
48... Target acceleration setting means, 4... Acceleration detection means, 50... Output torque detection means, 51... Target torque calculation means when not sleeved, 52... Coefficient setting means, 53.
- Throttle opening setting means, 54... Drive circuit, 55.
-Engine control means, 56...Intake pipe internal pressure sensor, 57
Knocking sensor, 61. Slip zero standard torque calculation means, 62. Switching means, 63a, 63b.. Calculation circuit, 64. Store standard speed setting means, 65a. 65b... Comparison means, 66... Time width setting means, 67a
, 67b... Output reduction command output means, 68... AND circuit, (i8a... 77b circuit, 70... Eight-person timing control circuit, 71... CPU, 72. 73... Waveform shaping circuit, 7
4...7 Lee running counter, 75...Drive wheel center rotation wheel calculation circuit, 76...Pass line, 77...RAM, 7
8...ROM, 79...Renostar A, 80...Renostar B181...f:tSl comparator, 82...Second comparator, 83...7 lip 70 knob, 84...CPU, 85
・・Pass line, 8G・・No1 power 1 Kunta, 87・・
No.2 counter, 88...ROM, 89...RAM, 9
0... Rear wheel speed calculation circuit, 91... D/A converter, 92...
・Fuel injection amount control circuit, 93... pie line, 94...
CPU, 95...7 Lee running counter, 96...
ROM, 97...RAM, 98...Renostar X, 99...
・Comparator, 100...7 lip 70 tube, 101...Solenoid, 102...Swiss switching trannosta, 10
3... Hanging device, Ml... Intake meteor control means, M1^...
Engine output reduction means using throttle valve, Nb2...
Intake flow total reduction means, M2...Fuel injection amount control means, M2
^...Cylinder fuel cut means, M3...Air-fuel ratio control means, M, A...Leaning means, M...Ignition timing control means, M4^...Retard control means, M5...Brake control means , M6... automatic transmission control means, M? A.. Drive wheel idling rate detection means, M, (1.. Drive wheel idling rate calculation means, MA.
・Engine output reduction means, Sl...Intake system, S2...Fuel injection system, S,...Exhaust system, S,...Ignition system, S,...
Control system, S6...inspection system. Agent Patent Attorney Yoshihiko Iinuma Figure 4 Figure 6 Figure 3 Figure 9 Figure 1O Figure 11

Claims (1)

[Claims] An engine installed in a vehicle that generates power to drive the vehicle, a throttle valve installed in the intake passage of the engine to adjust the output of the engine, and a throttle valve that drives the throttle valve to adjust its opening. an actuator for adjusting the output of the engine; and an operation amount detection means for detecting the amount of operation of the artificially operated member for adjusting the output of the engine, and a detection result of the operation amount detecting means is inputted, Target acceleration setting means for setting a target acceleration according to the operation amount, acceleration detection means for detecting the actual acceleration of the vehicle, and output torque detection means for detecting the current output torque output from the engine are provided. In addition, target torque calculating means for calculating a target torque from the output torque and a change in the output torque obtained from the target acceleration and the actual acceleration is provided, and a drive wheel for detecting the idle rotation rate of the drive wheels of the vehicle. idling rate detection means; engine output reduction amount determining means for determining an output reduction correction coefficient according to the idling rate of the driving wheels calculated by the driving wheel idling rate detection means; and engine output reduction amount determining means. engine control means for outputting a control signal to the actuator to reduce the engine output based on the corrected target torque obtained from the product of the output reduction correction coefficient obtained by the above and the target torque from the target torque calculation means; A throttle valve-controlled vehicle driving force control device, characterized in that it is provided with a throttle valve-controlled vehicle driving force control device.