JPH0799098B2 - Vehicle drive force control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device that controls the output of an internal combustion engine according to the running state of the vehicle.

Conventional technology Generally, the frictional force between the driving wheel and the road surface is optimized to obtain sufficient acceleration while preventing the vehicle from slipping and causing an unstable state such as skidding during acceleration. A driving force control device for controlling the intake air amount to the internal combustion engine is known in addition to the means for reducing the amount of fuel or delaying the ignition timing. There is. However, in the case of the means for reducing the amount of fuel or delaying the ignition timing, the driving force can be reduced in a responsive manner, but the rotational operation of the internal combustion engine suddenly changes, and the occurrence of vibration or deterioration of engine drivability tends to occur. There is. Further, the means for controlling the amount of intake air to the internal combustion engine can smoothly control the output of the internal combustion engine,
Simply controlling the opening of the throttle valve, which works in conjunction with the accelerator pedal, against the depression of the accelerator pedal may cause a driver discomfort, or in the case of a failure of the control member of the throttle valve, in terms of safety. There is a problem.

On the other hand, in order to deal with the above, as means for controlling the rotational speed of the drive wheels, Japanese Patent Laid-Open No. 61-60331 discloses a first throttle valve provided in an intake passage and interlocking with an accelerator pedal, A second throttle valve provided upstream or downstream of the first throttle valve and an opening / closing control means for the second throttle valve are provided to rotate the drive wheel to the opening degree of the second throttle valve. A configuration adapted to be controlled by is disclosed. Furthermore, JP-A-62
JP-A-23549 discloses that when the vehicle is not slipping, the opening of the second throttle valve is made equal to the opening of the first throttle valve to prevent the operation delay of the second throttle valve. The disclosed configuration is disclosed.

SUMMARY OF THE INVENTION However, such a conventional vehicle driving force control device,
Particularly, in the structure disclosed in Japanese Patent Laid-Open No. 61-60331, the second throttle valve is normally held in the fully open position, and a desired internal combustion engine output is obtained according to the slip state of the vehicle. As described above, since the opening of the second throttle valve is controlled to be small, it takes time for the second throttle valve to reach the target throttle opening from the fully open position when a slip occurs. Therefore, there is a problem that the slip prevention effect may not be sufficiently exhibited. That is, since the output of the internal combustion engine is determined by the minimum opening of the first and second throttle valves, when the vehicle slips when the first throttle valve directly connected to the accelerator has a low opening, The output control of the internal combustion engine is not performed until the second throttle valve is closed from the fully open position to an opening similar to the opening of the first throttle valve, that is, near the fully closed position. It takes time and causes a delay in operation.

On the other hand, according to the configuration disclosed in Japanese Patent Laid-Open No. 62-23549, the opening of the second throttle valve is made the same as the opening of the first throttle valve when the vehicle is not slipping. However, if the vehicle slips due to a sudden change in the friction coefficient of the road surface while the vehicle is running near the full accelerator position, the second throttle valve should also be closed from the fully open position. Will be done. However, in the vicinity of the fully opened position of the second throttle valve, the effect of reducing the output torque with respect to the amount of change in the opening torque of the throttle valve, that is, the torque suppressing effect is small, and therefore, there is a drawback that the responsiveness of slip suppressing is likely to decrease. Further, when the first and second throttle valves are in the non-slip state, both throttle valves are controlled to be opened and closed at the same opening, so that the loss of the intake air amount is larger than that in the state where the opening and closing control is not performed. There is a problem. That is, since the opening of the second throttle valve is low when the opening of the first throttle valve is low during non-slip, the second throttle valve is likely to interfere with intake air, and therefore the vehicle is accelerated. It has a drawback that the response becomes worse.

Therefore, the present invention solves the problem that the conventional vehicle driving force control device has, and slips due to the time delay until the second throttle valve reaches the target opening when the vehicle slips. An object of the present invention is to provide a vehicle driving force control device capable of eliminating deterioration of prevention characteristics and eliminating deterioration of intake performance during non-slip.

Means for Solving the Problems In order to achieve the above object, the present invention provides a slip state quantity calculating means for calculating a slip state quantity of a vehicle and a first slip state interlocking accelerator pedal provided in an intake passage. A throttle valve; a second throttle valve provided upstream or downstream of the first throttle valve; first opening detecting means for detecting an opening of the first throttle valve; Second to detect the opening of the throttle valve
Opening detection means, throttle valve actuation control means for opening and closing the second throttle valve according to the slip state amount calculated by the slip state amount calculation means, and fuel supply for controlling the fuel supply amount to the internal combustion engine. In a vehicle driving force control device including a fuel amount control means, when a vehicle slips, fuel fed into an internal combustion engine according to a deviation between an opening of a first throttle valve and an opening of a second throttle valve. The vehicle drive force control device is configured to forcibly control the supply amount by the fuel supply control means.

With this configuration, when the vehicle slips, the rotation of the drive wheels can be controlled by the opening degree of the second throttle valve to avoid slippage, and at the same time as the above operation, the opening degree of the first throttle valve can be increased. And the opening of the second throttle valve, the fuel supply amount control means temporarily cuts the fuel fed to the internal combustion engine. Therefore, when the vehicle slips, the opening of the second throttle valve becomes small, and at the same time, the time delay until the second throttle valve reaches the target opening can be compensated by the fuel cut by the fuel supply amount control means. The action is brought about.

Embodiment An embodiment of a vehicle driving force control device according to the present invention will be described in detail below with reference to the drawings.

In the schematic diagram shown in FIG. 1, reference numeral 1 denotes an intake passage for supplying fuel to an engine (not shown), and a first throttle valve 2 and a second throttle valve 3 are provided inside the intake passage 1. Are juxtaposed. The second throttle valve 3
May be on the upstream side or the downstream side of the first throttle valve 2. An accelerator pedal 4 is operated by a driver, and the opening degree of the first throttle valve 2 is controlled by the accelerator pedal 4. Reference numeral 5 is an opening sensor of the first throttle valve 2, 6 is an opening sensor of the second throttle valve 3, and 7 is a control circuit for determining the opening of the second throttle valve 3. The control circuit 7 is composed of a microcomputer, and has an A / D conversion circuit 8, a semester processing unit 9 (CPU), a motor drive circuit 10, an F / V conversion circuit 11 and a storage circuit (RAM) 2
It is composed mainly of 1. The second throttle valve 3 is driven by the motor drive circuit 10.
It is a step motor for opening and closing. The second throttle valve 3 is provided with a spring 22 that normally biases the second throttle valve 3 toward the fully open side.

On the other hand, 13 is the right front wheel of the vehicle, 14 is the same left front wheel, 15 is the same right rear wheel, 16
Is a left rear wheel, the front wheels 13 and 14 configure driven wheels, and the rear wheels 15 and 16 configure drive wheels. The right front wheel 13 is provided with a right driven wheel rotation sensor 17 as a driven wheel speed detecting means, and the left front wheel 14 is also provided with a left driven wheel rotation sensor 18 as a driven wheel speed detecting means. Reference numeral 19 is a differential gear.
A propeller shaft rotation sensor 20 as a drive wheel speed detecting means is attached to 19. That is, the rear wheels 15,1 that are the driving wheels
The rotation speed of 6 is detected by the propeller shaft rotation sensor 20.

The detection signals of the right driven wheel rotation sensor 17, the left driven wheel rotation sensor 18, and the propeller shaft rotation sensor 20 are input to the F / V conversion circuit 11 provided in the control circuit 7, respectively.

FIG. 2 shows an example of the fuel supply amount control means 40. As shown in the figure, the CPU 9 is provided between the fuel supply control unit 25 and each cylinder unit 26 constituting the internal combustion engine.
A relay 27 that is driven to open and close by the output signal 30 is provided.

According to this circuit configuration, first, the right driven wheel rotation sensor is
17, left driven wheel rotation sensor 18, propeller shaft rotation sensor
Each signal obtained from 20 constitutes the control circuit 7
The signal is input to the conversion circuit 11, and after each signal is converted into a voltage signal by the F / V conversion circuit 11, it is input to the A / D conversion circuit 8 while the opening sensor of the first throttle valve 2 is used. 5 and the respective signals obtained from the opening sensor 6 of the second throttle valve 3 are also input to the A / D conversion circuit 8. The A / D conversion circuit 8 digitally converts each of the above input signals and inputs them to the CPU 9. CPU9, based on the above input signals and the storage information stored in advance in RAM21,
The target opening value of the second throttle valve 3 is calculated,
Output to the motor drive circuit 10. Then, the motor drive circuit 10 outputs a drive signal corresponding to the target opening value input from the CPU 9 to drive the step motor 12. The driving force of the step motor 12 opens and closes the second throttle valve 3 arranged in the intake passage 1 to control the output of the engine.

Simultaneously with the above operation, as shown in FIG. 2, the control signal 30 is issued from the CPU 9 in accordance with the deviation between the opening of the first throttle valve and the opening of the second throttle valve.
That is, when the control signal 30 of the CPU 9 is "High", the relay 27 is turned off and the fuel supply control unit 25
No fuel injection pulse signal is transmitted from the internal combustion engine to the cylinder unit 26 of the internal combustion engine, and fuel injection to the internal combustion engine is stopped. When the control signal 30 is "Low", the relay 27 is turned on, a fuel injection pulse signal is transmitted from the fuel supply control unit 25 to the cylinder unit 26 of the internal combustion engine, and fuel injection is restarted. Since the opening of the first throttle valve 2 and the operation amount of the accelerator pedal 4 have a one-to-one correspondence, the opening of the first throttle valve 2 is indirectly determined from the operation amount of the accelerator pedal 4. Can be detected. That is, instead of the opening sensor 5 of the first throttle valve 2 as the first opening detecting means, the operation amount of the accelerator pedal 4 is detected by an operation amount sensor (not shown) and is obtained by the opening sensor. The signal may be input to the control circuit 7.

The actual opening / closing control of the second throttle valve 3 will be described in detail with reference to FIGS. 3A to 3E and FIG. 4 as a flowchart. The processing in the main routine shown in FIGS. 3A to 3E is a fixed-time interrupt processing driven by a not-shown operating system at a predetermined cycle (for example, 20 msec), and in the subroutine shown in FIG. In the process of (1), OCI (Output compare inte) is appropriately driven in the main routine according to the signal output cycle to the step motor 12 determined by the constant time interrupt.
rrupt) Interrupt processing.

In Fig. 3A, when the engine key is inserted into the key cylinder and the ignition switch is switched from off to on, the power of the microcomputer is turned on,
The fixed-time interrupt starts (step 100), and it is determined in step 101 whether or not it is the first flow after the power is turned on.
In addition, initialization processing such as clearing of the RAM 21 is performed. If it is not the first flow, the above initialization process is omitted and the process immediately proceeds to step 103. In step 103 the propeller shaft detected by the rotation sensor 20 the propeller shaft rotational speed V _R (= rotational speed of the drive wheel), the right driven wheel rotation speed detected by the rotation sensor 17 V _FR and difference driven wheel rotation sensor 18 At, the detected rotation speed V _FL is read.

Next, in step 104, the rotational speed V _F of the driven wheels 13 and 14 is calculated from V _FR and V _FL read in the previous step 103 as V _F = (V _FR + V _FL ) / 2, that is, the average value of both rotational speeds. Calculate as. Here, it is generally known that the average value V _F of the rotational speeds V _FR and V _FL of the driven wheels 13 and 14 matches the vehicle body speed of the vehicle.

Next, at step 105, the average value V _F of the rotational speeds of the driven wheels 13 and 14 is
From the rotational speed V _R of the drive wheels 15 and 16, the slip ratio S as the amount of slip state between the tire and the road surface is calculated as S = (V _R −V _F ) / V _R.

Next, at step 106, the amount of change in the rotational speed of the drive wheels 15 and 16 is calculated from the V _R obtained this time and V _(R-1) one cycle before.
▼ Calculate as.

Next, in step 107, it is judged whether or not the obtained ▲ ▼ is 0 or more. If it is 0 or more, the process proceeds to step 201 in FIG. 3B,
If it is 0 or less, the process proceeds to step 301 in FIG. 3C.

Next, referring to FIG. 3B, step 201 is the step 105 described above.
The slip ratio S obtained in step 1 is the first set value S ₁ (for example, S ₁ =
0.1), it proceeds to step 202 when it is larger, and proceeds to step 214 when it is smaller.

Next, at step 202, it is judged whether or not the flag FLAGA is set, and if it is not set (FLAGA = 0)
In step 203, the flag FLAGA = 1 is set, and if it is set, the process proceeds to step 206. That in which the slip ratio S is carried out only once map drop process to be described later when it becomes S ₁ or more values increased from a value smaller than S _1. In this embodiment, 20 types of the opening characteristic maps are set, and the opening of the second throttle valve 3 with respect to the opening of the first throttle valve 2 is the 0th, the 1st 2nd ... 18th and 19th. In the following description, the number of sheets of the opening characteristic map (first sheet) is associated with the value of the opening characteristic map flag MAPLFL.

Therefore, in step 204, the opening characteristic map flag MAPFLG
Is 19K or not, that is, whether or not the opening characteristic map is the 19th sheet, and if MAPFLG = 19, the map drop control is not performed and the process immediately proceeds to step 212. If not, the process proceeds to step 218. Drop the map with. If it is determined in step 218 that the map flag MAPFLG is 0, the map flag MAPFLG is set to 13 in step 217. If the map flag MAPFLG is not 0 in step 218, normal map dropping (1 sheet in this example) is performed in step 205. This map drop is a process in which the map flag MAPFLG is added by 1, that is, the opening characteristic map is increased by one.

Next, at step 206, the slip ratio S is S ₁ (= 0.1).
It is determined whether or not it is larger than the larger _second set value S ₂ (for example, S ₂ = 0.2). If it is larger, the process proceeds to step 207, and if it is smaller, the process proceeds to step 213.

In step 207, the slip ratio area AREA is set to 2, and the map drop processing of step 208 and subsequent steps is executed. The slip ratio area AREA above is the amount of change in the rotational speed of the drive wheels 15 and 16
▼ And an area where S ≧ S ₂ .

Next, in steps 208, 209, 210, 211, the flag FLAGB
With respect to the above, substantially the same processing as the processing of steps 202, 203, 204 and 205 described above is performed. That when the slip ratio S becomes S ₂ or more values from a value smaller than S _2, is intended to implement once the map drop process.

On the other hand, in step 213, Then, the slip ratio area AREA in which S ₁ ≦ S <S ₂ is defined as 1, the flag FLAGB is cleared in step 216, and the process proceeds to step 401 onward in FIG. 3D. Also in step 214 And the step rate area AREA with S <S ₁ is set to 0,
In step 215, the flag FLAGA is cleared and in step 216
Go to.

Next, according to FIG. 3C The processing in the case of will be described. That is, step 301 determines whether the slip ratio S is larger than a _third set value S ₃ (for example, S ₃ = 0.3), and if it is larger, step 302
At the above And the slip ratio area AREA with S ≧ S ₃ is defined as 2
Go to step 401 in the 3D diagram. If NO, it is judged in step 303 whether or not the slip ratio S is larger than a fourth set value S ₄ (for example, S ₄ = 0.1). And the slip ratio area AREA where S ₄ ≦ S <S ₃ is set to 1 and the process proceeds to step 401 in FIG. 3D. Then, the slip ratio area AREA with S <S ₄ is set to 0, and the process similarly proceeds to step 401. FIG. 6 shows the set values S ₁ , S ₂ , S ₃ , S ₄ of the above slip ratios and the slip ratio areas AREA 0, ₁ , ₂ .
₇ is a graph showing the relationship between V _R and V _F. The values of S ₁ , S ₂ , S ₃ , and S ₄ have an inverse hysteresis characteristic in which slip detection is speeded up by anticipating the response delay of the engine and the compensation thereof is speeded up.

Next, in step 401 in FIG. 3D, it is determined whether the slip ratio area AREA is 0, and the zero speed And S ≦ S ₁ ”or“ And S ≦ S ₄ ”, map up control is executed in steps 402 to 406. That is, in step 402, it is determined whether or not the opening degree characteristic map flag MAPFLG is 0. If the opening characteristic map flag MAPFLG is 0, the second throttle valve 3 is fully opened, and therefore the routine immediately proceeds to step 501. If it is not 0, in step 403 the value of the up timer UPTMR is the set value T _A corresponding to the map raising interval time (for example, 100 to 200 msec).
(Corresponding to the value corresponding to the above), and if they are equal, map raising control is performed in step 404, that is, the opening characteristic map flag MAPFLG is decremented by 1 and the next step
Clear up timer UPTMR with 405. Step again
When the value of the up timer UPTMR is not equal to the set value T _A corresponding to the map raising interval time in 403, the map raising is not performed, one up timer UPTMR is added in step 406, and the process proceeds to step 501. Further, when the slip area AREA is not 0 in step 401, the map is not raised, and the up timer UPTMR is raised in step 407.
And proceed to step 501.

Next, in step 501 of FIG. 3E, it is judged whether or not the area AREA of the slip ratio is 2, and when it is detected that the area AREA is 2, that is, in the state of large slip, the process proceeds to step 507. , The target opening value STEP ″ of the second throttle valve 3 is set to a predetermined value TH _A (for example, a value corresponding to a 5% opening of the throttle valve) irrespective of the opening characteristic map flag MAPFLG, and step 504 Go to step 5
If the area AREA of the slip ratio is not 2 in 01, step 502 is performed to select the target opening value STEP ″ of the second throttle valve 3 based on the opening characteristic map flag MAPFLG.
In step 503, the opening (ASTAGL) of the first throttle valve 2 is read, and based on the opening characteristic map corresponding to the map flag MAPFLG, the target second opening ASTAGL is set based on the opening characteristic map. The map of the opening of the throttle valve 3 is searched and the opening target value ST corresponding to this opening is set.
EP ″ is decided.

In step 504, the above step 503 or step 50
The deviation Dif between the target opening value STEP ″ of the second throttle valve 3 determined by 7 and the actual opening value STEP is calculated as Dif = STEP ″ −STEP, and the above deviation Dif is calculated in steps 505 and 506. Based on the above, the motor speed is determined, the forward / reverse rotation / holding is determined, the OCI interrupt cycle is set, and the flag related to the motor rotation direction is set.

Next, at step 508, it is judged whether or not the slip ratio area AREA is 2, and when it is not 2, the subroutine is ended and when it is 2, the routine proceeds to step 510, where the timer Timer
Operate. That is, if the timer Timer has been activated one cycle before, it is activated continuously, and if it is not activated, it is activated. In step 512, the timer Timer
Is immediately after the start-up, and if it is immediately after, it proceeds to step 514, and if not immediately after, it proceeds to step 518. In step 514, the opening value ASTAG of the first throttle valve 2
The deviation Del between L and the actual opening value STEP of the second throttle valve 3 is calculated as Del = STEP-ASTAGL. Next, at step 516, the fuel cut (Fuel C
ut, F / C) The operating time T is determined. Next, at step 518, the fuel cut F / C operating time T timer Timer
If the timer Timer operating time does not reach the F / C operating time, the output signal 30 of the CPU 9 shown in FIG. 2 is set to “High” and the relay 27 is turned off. The fuel injection pulse signal is not sent from the fuel supply control unit 25 to the cylinder unit 26 of the internal combustion engine, and the fuel injection to the internal combustion engine is stopped. When the timer Timer exceeds the fuel cut F / C operation time, the output signal 30 of the CPU 9 becomes "Low" to turn on the relay 27 in step 522, and the fuel supply control unit 25 causes the cylinder of the internal combustion engine to operate. The fuel injection pulse signal to the unit 26 is sent so that fuel injection to the internal combustion engine is started. Step 52
At 4, the timer Timer is cleared.

Next, the OCI interrupt flowchart will be described with reference to FIG. First, in step 800, it is determined whether the state of the step motor 12 should be maintained as it is, or whether the normal rotation / reverse rotation should be performed. At this time, if the forward rotation is determined, 1 is added to the actual opening value STEP of the second throttle valve 3 at step 801, and if the reverse rotation is determined at step 802. As a result, 1 is subtracted from the actual opening value STEP of the second throttle valve 3. Further, when the determination of holding is made, the actual opening value STEP remains unchanged.

In step 803, 1ST according to the command in step 800
A motor rotation signal corresponding to EP is output to the motor drive circuit 10 to drive the step motor 12 to rotate the second throttle valve 3 in the intake passage 1 shown in FIG. 1 by an angle corresponding to 1 STEP. . This OCI interruption flowchart is repeated and the second throttle valve 3 is rotated to the target angle.

FIG. 5 shows an example of an opening degree characteristic map that determines the relationship between the accelerator stroke angle ASTAGL of the first throttle valve 2 and the opening degree of the second throttle valve 3 (all shown in percentage in the figure). ing. 0-19 in the figure
Corresponds to a map flag, and 0 to 19 of the opening characteristic map, respectively.
It corresponds to the first. The zeroth map is an opening characteristic map in which the opening of the second throttle valve 3 is fully opened regardless of the opening ASTAGL of the first throttle valve 2. The 19th map shows that the opening ASTAGL of the second throttle valve 3 is 5% regardless of the opening ASTAGL of the first throttle valve 2.
3 is an opening characteristic map. Regarding the 1st to 18th maps, until the opening ASTAGL of the first throttle valve 2 reaches a certain threshold value, the opening of the second throttle valve 3 according to the opening ASTAGL of the first throttle valve 2 is changed. The opening increases, but when the opening ASTAGL of the first throttle valve 2 becomes equal to or greater than this threshold value, the first throttle valve 2
The opening ASTAGL of the second throttle valve 2 is kept constant regardless of the opening ASTAGL of. Lower map,
That is, the larger the map flag, the smaller the threshold value, and the opening ASTAGL of the first throttle valve 3 with respect to the opening ASTAGL of the first throttle valve 2 is set to be smaller.

An actual operation example will be described below based on each of the above flow charts.

When the vehicle is not slipping, that is, the rotation speed change amount of the drive wheels And S ₁ > S ≧ 0, the control flow is as shown in steps 201-214-215-216-401-4 of the flowchart.
02, in step 402, the opening degree characteristic map flag MAPFL
When G is 0, the routine immediately proceeds to step 501, and the control is performed via the following steps 502-503-504-505-506.

next If a S _2> S ≧ S _1, that is, when the slip ratio S vehicle slip is increased becomes S ₁ or from less than S ₁ is
It is determined in step 204 via steps 201-202-203 whether the map flag MAPFLG is 19. Map flag
If MAPFLG is judged to be 19, the map is not dropped, and if the map flag MAPFLG is not 19, step
At 218, it is determined whether the map flag MAPFLG is 0 or not. When the map flag MAPFLG is 0, the map flag MAPF
If the map is dropped with LG as 13, the process proceeds from step 217 to step 206. On the other hand, if it is not 0, the map is dropped normally in step 205 and the process proceeds to step 206. This step 2
At 06, since S <S ₂ , the process proceeds to step 213-216-401. At this time, since the slip ratio area AREA is not 0 in step 401, it is determined that the vehicle is slipping, and the map is not raised, the process proceeds from step 407 to step 501, and the same processing as described above is performed. Once here When the processing in the state of S ₂ > S ≧ S ₁ is performed, step 203
Since the flag A is set to 1, the next interrupt processing Even if the condition of S ₂ > S ≧ S ₁ continues, the process directly proceeds from step 202 to step 206, and map dropping is not performed.

or In and when it becomes the S ≧ S _2, that is, when the slip ratio S becomes S ₂ or more from less than S _2, the steps 201-202-206
If the map flag MAPFLG is 19 in step 210 via -207-208-209, the process proceeds to step 401, and if it is not 19, one map flag MAPFLG is added in step 211 and the process proceeds to 401. Further 401 to steps 407-501-507
Go to -504-505-506. Here, once the slip ratio S is S ₂
In the above case, since the flag B = 1 in step 209, even if the state of S ≧ S ₂ continues, in the next interrupt processing, the process directly proceeds from step 208 to step 401, and map dropping is not performed. . Further, it is determined from step 506 to step 508 whether or not the slip ratio area AREA is 2, and in this case, it is 2, so the routine proceeds to step 510 to activate the timer Timer, and from step 512 to step
Proceed to 514, and the opening value ASTAGL of the first throttle valve 2
And the actual opening value STEP of the second throttle valve 3 is calculated as a deviation Del, and the deviation De is calculated at the next step 516.
The fuel cut (F / C) operating time T is determined based on l, and the fuel cut F is determined in step 518.
/ C operating time T and timer Timer operating time are compared. If timer Timer operating time does not reach F / C operating time, output signal 30 of CPU9 is set to "High" in step 520 and relayed.
27 is turned off, the fuel injection pulse signal is not sent from the fuel supply control unit 25 to the cylinder unit 26 of the internal combustion engine, the injection of fuel to the internal combustion engine is stopped, and the timer Timer sets the fuel cut F
If the / C operation time is exceeded, the output signal 30 of the CPU 9 is set to "Low" to turn on the relay 27 in step 522, and the fuel injection pulse signal from the fuel supply control unit 25 to the cylinder unit 26 of the internal combustion engine is output. As it is sent, fuel injection to the internal combustion engine is started.

next And S> S ₃ , step 301-302-401
-407-501-507-504-505-506, the amount of fuel supplied to the internal combustion engine is controlled by the route similar to the above from step 506.

next In and if a S _3> S ≧ S _4, the step 301-303-
From 304-401-407-501-502-503-504-505-506, the following processing is performed in the same way as above.

Further And S ₄ > S ≧ 0, step 301-303-
After passing 305-401, in step 402 the map flag MAP
If FLG is 0, the process proceeds to step 501. If it is not 0, the value of the up timer UPTMR is compared with the set value T _A corresponding to the map raising interval time in step 403, and if both are not equal. Then, the process proceeds from step 406 to steps 501-507-504-505-506, and the same process is performed thereafter.

In the above description, S ₁ = 0.1, S ₂ =
Although 0.2, S ₃ = 0.3 and S ₄ = 0.1 were set, this slip ratio is determined by the vehicle, engine, etc., and can be freely changed. FIG. 7 is a graph showing a change in the wheel speed and the opening degree and opening characteristic map number of the second throttle valve 3 in comparison with the change in the V _R and the slip ratio S.

In Fig. 3E, the fuel cut F / C in step 516
By setting the operating time T appropriately, the timer Timer
After the operating time exceeds the fuel cut F / C operating time T, the output signal of the CPU9 is set to "Low" in step 522, but before the timer Timer operating time reaches the fuel cut F / C operating time T. In consideration of the case where the slip is reduced and the slip ratio area AREA is not 2, the flow chart after step 508 may be changed as shown in FIG.

As is apparent from the above description of the operation, the vehicle drive force control device according to the present embodiment is provided with the second throttle valve 3
Is the stroke amount of the accelerator pedal 4 or the first
A plurality of opening characteristic maps determined by the opening of the throttle valve 2 are stored in the RAM 21, and the drive wheels 15,
The slip ratio between the driving wheels 15 and 16 and the road surface is calculated using the rotational speeds of the 16 and the driven wheels 13 and 14 as parameters, and when the slip ratio exceeds a preset slip set value, the first The opening / closing control of the second throttle valve 3 is controlled so as to be small, while the internal combustion engine is controlled according to the deviation between the opening degree of the first throttle valve 2 and the opening degree of the second throttle valve 3 when the vehicle slips. It is characterized in that the drive is controlled so that the amount of fuel supplied to the engine is cut for a predetermined time. In this embodiment, a step motor is used as means for opening and closing the second throttle valve 3.
Although 12 is used, a DC motor or a servo motor may be used instead of the step motor 12. Further, in order to prevent slipping when the vehicle is driven, the present invention can be used in combination with a brake control or engine ignition timing or fuel supply amount control mechanism.

On the other hand, in the present invention, in addition to the means for changing the fuel cut F / C operating time, the timing for operating the fuel cut F / C may be changed. That is, the fuel cut is performed when the slip ratio calculated from the rotational speeds of the driving wheel and the driven wheel reaches a predetermined threshold value, and the threshold value is appropriately changed. Therefore, for example, when the deviation between the first and second throttle valves is large, the threshold value,
That is, the set value S ₂ of the slip ratio in the embodiment can be reduced to accelerate the fuel cut start timing.

In the above embodiments, the slip ratio S is used as the slip state amount for judging the degree of slip, but instead of this, the slip amount V _R −V _F is used, and each set value is determined accordingly, and the same May be controlled.

The second throttle valve 3 has a second
Spring 22 that urges the throttle valve 3 to the fully open side
The second throttle valve 3 is held in the fully open position by the spring 22 even if a failure occurs in the control circuit 7, the step motor 12, or the like during traveling, so that the first throttle valve is attached. 2 has the effect that the normal traveling state can be maintained.

EFFECTS OF THE INVENTION As described in detail above, the vehicle driving force control device according to the present invention includes a slip state amount calculation means for calculating a slip state amount of a vehicle, and a first state which is provided in the intake passage and interlocks with an accelerator pedal. A first throttle valve; a second throttle valve provided upstream or downstream of the first throttle valve; a first opening detection means for detecting an opening of the first throttle valve; Second opening detecting means for detecting the opening of the second throttle valve; and throttle valve actuation controlling means for controlling the opening and closing of the second throttle valve according to the slip state amount calculated by the slip state amount calculating means. In a vehicle driving force control device including a fuel supply amount control means for controlling a fuel supply amount to an internal combustion engine, a first throttle valve is opened when a vehicle slips. Since the fuel supply amount control means forcibly controls the fuel supply amount sent to the internal combustion engine in accordance with the deviation between the degree and the opening degree of the second throttle valve, the vehicle drive force control device is configured as follows. The following effects are brought about. That is, not only is the opening / closing control of the second throttle valve performed according to the slip state, but when the slip state amount exceeds a preset set value, the opening degree of the first throttle valve 2 and the second throttle valve 2 Drive control can be performed so that the amount of fuel supplied to the internal combustion engine is cut for a predetermined time in accordance with the deviation from the opening with respect to the valve 3, and until the second throttle valve reaches the target opening. The time delay can be compensated by the fuel cut by the fuel supply amount control means. Therefore, the effect of increasing the torque suppression effect from the fully open position where the gain of the internal combustion engine output torque reduction effect with respect to the amount of change in the opening of the second throttle valve is small is brought about.

Further, even when the vehicle is not slipping, a loss of the intake air amount due to the second throttle valve does not occur, so that the acceleration response of the vehicle can be favorably maintained. Further, even during the slip prevention control, the first throttle valve is opened and closed to some extent in accordance with the accelerator pedal operation amount, so that the correspondence relationship between the accelerator pedal operation and the engine driving force remains. The effect is that there is no great discomfort.

Further, in the case of the present invention, the fuel cut control for the internal combustion engine is performed when the slip ratio of the vehicle is equal to or more than a predetermined value.
Since it is limited to the case where the deviation of the opening degree of the second throttle valve is large, there is no possibility that vibration occurs when controlling the driving force or the drivability of the internal combustion engine deteriorates. As a result, it is possible to obtain the effect of improving comfort and safety when riding.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an embodiment of a vehicle driving force control device according to the present invention, FIG. 2 is a schematic diagram showing an example of a fuel supply amount control means, and FIGS. 3E and 4 are flowcharts showing an actual example of the driving force control of the present invention, and FIG. 5 is a graph showing an opening characteristic map for determining the relationship between the accelerator stroke and the opening of the second throttle valve, Figure 6 shows in comparison the graph, FIG. 7 is a variation of the opening of the wheel speed and the slip ratio changes and the second throttle valve showing the relationship between the slip ratio and the driving wheel rotational speed variation V _R Graph,
FIG. 8 is a flowchart showing a modification of FIG. 3E which is the actual example. 1 ... Intake passage, 2 ... First throttle valve, 3 ... Second throttle valve, 4 ... Accelerator pedal, 5,6 ... Opening sensor, 7 ... Control circuit, 8 ... A / D conversion circuit, 9 …… CPU, 10 …… motor drive circuit, 11 …… F / V conversion circuit, 12 …… step motor, 13,14 …… driven wheel, 15,16 …… driving wheel, 17 …… Right driven wheel rotation sensor (vehicle speed detection means) 18 …… Left driven wheel rotation sensor (vehicle speed detection means) 20 …… Propeller shaft rotation sensor (driving wheel speed detection means), 21 …… Memory circuit, 22 …… Spring , 25 …… Fuel supply control unit, 26 …… Cylinder unit, 27 …… Relay, 40 …… Fuel supply amount control means,

Claims (1)

[Claims] 1. A slip state quantity calculating means for calculating a slip state quantity of a vehicle, a first throttle valve provided in an intake passage and interlocking with an accelerator pedal, and upstream or downstream of the first throttle valve. A second throttle valve provided, first opening detecting means for detecting the opening of the first throttle valve, and second opening detecting means for detecting the opening of the second throttle valve. A throttle valve actuation control means for controlling the opening and closing of the second throttle valve according to the slip state amount calculated by the slip state amount calculation means, and a fuel supply amount control means for controlling the fuel supply amount to the internal combustion engine. In a vehicle driving force control device provided with the internal combustion engine, when the vehicle slips, the internal combustion engine is operated according to the deviation between the opening of the first throttle valve and the opening of the second throttle valve. A vehicular driving force control device characterized in that the amount of fuel supplied is forcibly controlled by the fuel supply amount control means.