JP3137972B2 - Vehicle driving force control device - Google Patents

Description

The present invention relates to a driving force control device for a vehicle,
In particular, the present invention relates to a vehicle driving force control device that can prevent an excessive slip of a vehicle when starting or accelerating on a slippery road surface.

(Prior Art) Conventionally, a slip ratio is detected from the rotation speeds of a driving wheel and a driven wheel of a vehicle, and when the detected slip ratio is larger than a predetermined value, the fuel injection amount or the opening of the throttle valve is reduced. There has been proposed a vehicle driving force control apparatus that adjusts the driving force of the vehicle to prevent excessive slip.

Such a vehicle driving force control device is disclosed in Japanese Patent Application Laid-Open No. 60-1280.
No. 55, JP-A-62-199936 and the like.

The driving force control disclosed in Japanese Patent Laid-Open Publication No. Sho 60-128055 compares the actual slip ratio with the target slip ratio and adjusts the opening of the throttle valve according to the difference.

In the driving force control disclosed in Japanese Patent Application Laid-Open No. 62-199936, the throttle valve opening or the fuel injection amount is set to 0 when the slip ratio exceeds a predetermined value S1 or S2.

By the way, the vehicle driving force control device described in each of the above publications controls the driving force in a state (slip ratio) only at the time of the control. Therefore, the driving force control according to the temporal change of the running state of the vehicle is performed. do not do. Therefore, for example, even when the tire slips momentarily when traveling on an uneven road, the driving force is momentarily controlled to be large, and the traveling state becomes jerky.

In order to solve such a drawback, the driving force control should be performed according to the running state of the vehicle up to now, that is, taking into account not only the current slip rate but also the past slip rate. good.

(Problems to be Solved by the Invention) As described above, if the driving force control is performed in consideration of the traveling state up to now, the control for the instantaneous slip which does not need to be controlled can be prevented. If an excessively large slip occurs instantaneously, the slip suppression control may not be able to keep up.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and an object of the present invention is to perform control for an instantaneously comparatively small slip which does not originally need to be controlled, and to suppress an instantaneous excessive slip. It is an object of the present invention to provide a vehicular driving force control device that can be suppressed.

(Means and Actions for Solving the Problems) In order to solve the above problems, the present invention calculates a feedback control term using a slip rate detected this time and a slip rate detected before this time. Then, a basic correction amount is set from the feedback control term, the basic correction amount is added to the previously calculated ignition timing to calculate the current ignition timing, and the driving force control is performed by such a method. If the slip rate continues to increase even after the execution, and the value exceeds a predetermined value, the ignition correction timing is reduced by subtracting the calculation correction amount from the current ignition timing calculated as described above. The feature is that the angle is retarded by the angle.

When the slip ratio is relatively large, the basic correction amount is a value that retards the ignition timing and the driving force is suppressed even if the subtraction correction amount is not subtracted, but the slip ratio is further increased. In this case, the subtraction correction amount is further subtracted from the basic correction amount, whereby the ignition timing is further retarded.

Another feature is that the subtraction correction amount is set according to the vehicle speed. Thus, the subtraction correction amount is set according to the torque of the vehicle.

Another feature is that the subtraction correction amount is reduced every time a predetermined time elapses. Sudden slip does not occur for a long time. Therefore,
By performing such control, the slip ratio does not become too small after the sudden slip is controlled.

(Example) Hereinafter, the present invention will be described in detail with reference to the drawings.

FIG. 2 is a block diagram showing the configuration of one embodiment of the present invention.

In FIG. 1, a pair of a first pulsar 2A and a second pulsar 2A for detecting an engine speed are provided on an engine 5 of the motorcycle 1.
2B is provided. The first pulser 2A generates a pulse signal PC1 each time the crankshaft rotates a predetermined angle, and the second pulser 2B generates a pulse signal PC2 each time the crankshaft reaches a predetermined angle.

A front wheel speed sensor 3 and a rear wheel speed sensor 4 for detecting a rotation speed of each wheel are provided on a front wheel (driven wheel) and a rear wheel (drive wheel) of the motorcycle 1. These sensors 3 and 4 generate a pulse signal each time the front wheel and the rear wheel rotate by a predetermined angle.

Reference numeral 6 denotes a throttle valve provided in an intake pipe of the engine 5, and its opening (throttle valve opening θth) is detected as a voltage change by a throttle sensor 7.

 Reference numeral 8 denotes an ignition coil of the engine.

Reference numeral 9 denotes a display lamp for indicating that the driving force control by the vehicle driving force control device is being performed on the driver of the motorcycle 1.

The signals output from the first pulser 2A and the second pulser 2B, the front wheel speed sensor 3, the rear wheel speed sensor 4, and the throttle sensor 7 are respectively formed by waveform shaping circuits 11 to 13 and A /
The signal is input to the electronic control circuit 15 via the D converter 14.

The electronic control circuit 15 includes a microcomputer, and calculates the ignition timing θig by using a variety of input signals in a manner described later, and outputs the result to the driver 16.
Thus, the ignition timing by the ignition coil 8 is controlled according to the slip ratio.

The electronic control circuit 15 turns on the display lamp 9 via the driver 17 when the driving force control according to the slip ratio is being performed.

Further, the electronic control circuit 15 performs other controls (fuel injection control, exhaust control, speed ratio control of the automatic transmission, light distribution control of the headlight device, etc.) as needed.

FIG. 3 is a flowchart showing the operation of one embodiment of the present invention. The process shown in FIG. 3 is performed at regular intervals.

 First, in step S1, 1 is added to n.

In step S2, using the signals output from the front wheel speed sensor 3 and the rear wheel speed sensor 4 (FIG. 2), the front wheel rotation speed (hereinafter referred to as front wheel speed) HA and the rear wheel rotation speed are obtained by a known method. HB (hereinafter referred to as rear wheel speed) is calculated.

In step S3, the actual slip ratio Sb (n) of the motorcycle 1 is calculated from the following equation.

Sb (n) = (HB−HA) / HB (1) As a result, the slip ratio Sb (n) is calculated within the range of 0 to 1. Of course, when the front wheel is a driving wheel and the rear wheel is a driven wheel, the values of HA and HB are used interchangeably.

In step S4, PC1 and PC2
Engine speed Ne calculated by a known method using
Is read.

In step S5, a standard engine ignition timing (hereinafter referred to as a standard ignition timing) Sθ is obtained by a known method.
ig (n) is calculated.

In step S6, it is determined whether the engine is currently being controlled at the standard ignition timing or whether the engine is being controlled at the driving force control ignition timing according to the present invention calculated in step S9 described below. You.

If the control is currently being performed at the standard ignition timing, the process proceeds to step S7.
Move to S9.

In step S7, it is determined whether or not the condition is that the control should be continued at the standard ignition timing, in other words, whether or not the condition should be shifted to the control using the driving force control ignition timing. If the condition is that control should be continued at the standard ignition timing, the process proceeds to step S8, and if the condition is to shift to control using the driving force control ignition timing, the process proceeds to step S9.

 The details of the processing in step S7 are shown in FIG.

In FIG. 4, first, in step S21, the slip ratio Sb (n) is set to a preset first slip ratio S1 (a value smaller than a target slip ratio S described later, for example, 0.05).
Is determined. If not, the process proceeds to step S8, and if not, the process proceeds to step S22.

In step S22, it is determined whether or not the rear wheel speed HB has exceeded a predetermined vehicle speed HBon (for example, 5 [km / h]). If so, the process proceeds to step S9. If not, the process proceeds to step S8.

Returning to FIG. 3, in step S8, the ignition timing θig
The standard ignition timing Sθig (n) is adopted as (n).
Thereafter, the process proceeds to step S12.

In step S6, when it is determined that control is currently being performed at the driving force control ignition timing, or
When it is determined in S7 that the condition for shifting to the control using the driving force control ignition timing has been satisfied, the driving force control ignition timing Cθig (n) is calculated in step S9. The details of this process are shown in FIG.

In FIG. 5, first, in step S31, feedback control terms Tp, Td, and Td2 are calculated from the second to fourth equations.

Tp = (Sb (n) −S) × Gp = ΔS (n) × Gp (2) Td = (ΔS (n) −ΔS (n−1)) × Gd (3) Td2 = ｛(ΔS ( n) −ΔS (n−1)) − (ΔS (n−1) −ΔS (n−2))｝ × Gd2 (4) Tp, Td and Td2 are control terms by PID control. Note that S is a target slip ratio (for example, 0.
1), Gp, Gd and Gd2 are preset control gains, ΔS
(N) is the difference of Sb (n) minus S, ΔS (n−1) is the previous calculated value of ΔS (n), and ΔS (n−2) is ΔS (n)
Is the calculated value two times before.

 FIG. 9 shows the relationship between Sb (n), S and ΔS (n).

(Sb (n) -S) for calculating Tp is the difference between the slip rate detected this time and the target slip rate, and (ΔS (n) -ΔS (n-1)) for calculating Td is as described above. ｛(ΔS (n) −ΔS (n−) for calculating the amount of change in the difference, Td2.
1))-(ΔS (n−1) −ΔS (n−2))} is the change amount of the change amount.

In step S32, the total value K of the control term is calculated according to the fifth equation.
total is calculated.

Ktotal = Tp + Td + Td2 (5) In step S33, using Ktotal, a basic correction amount Δθ is obtained from a basic correction amount table as shown in FIG.
Read ig. In FIG. 7, the positive value of Δθig is the data on the advance side of the ignition timing, and the negative value is the data on the retard side of the ignition timing.

In step S34, it is determined whether or not the subtraction correction amount Z set in step S37 described later is zero.
In step S37, the subtraction correction amount Z is set to a positive value.

If Z is 0, in step S35, it is determined whether or not the previously calculated slip rate Sb (n-1) is smaller than the value of the sum of the target slip rate S and a preset third slip rate S3. Is determined (see FIG. 8). If not, the process proceeds to step S39.
Move to

In step S36, the slip ratio S calculated this time
It is determined whether or not b (n) is equal to or greater than the sum of the target slip ratio S and a preset third slip ratio S3.
If not, the process proceeds to step S39, and if not, the process proceeds to step S37.

In step S37, the subtraction correction amount Z is read according to, for example, the front wheel speed HA (that is, the vehicle speed).
Move to step S39. Here, the subtraction correction amount Z
Is set to a larger value as the vehicle speed increases, as shown in FIG. 12, for example.

In general, it is desirable to suppress the driving force faster at high speed than at low speed even in the same slip state. In the present embodiment, the setting of the subtraction correction amount Z according to the vehicle speed is performed, so that the driving force control is performed more favorably.

This Z is a retard amount of the driving force control ignition timing as described later.

When it is determined in step S34 that Z is not 0, 1 is subtracted from Z in step S38,
After that, the processing shifts to Step S39.

In step S39, Cθig (n) previously calculated in step S43 described later, that is, Cθig (n−
1) is read.

In step S40, an engine output coefficient Ke is set according to the output state of the engine.

Since the output state of the engine is determined by the engine speed Ne and the throttle valve opening θth, the engine output coefficient Ke is determined according to Ne and θth, for example, from a map shown in FIG.

In step S41, the gear ratio GR of the transmission of the motorcycle 1 is calculated from the sixth equation.

GR = (HB × 1000) / (Ne × 60) (6) In step S42, the gear ratio coefficient Kg is set according to the gear ratio GR. The gear ratio coefficient Kg is set to a large value when the gear ratio GR is large, as shown in FIG. As a result, as described later, when the engine torque is large, the value of Δθig is corrected to be larger than when the engine torque is small.

In step S43, the driving force control ignition timing Cθig (n) is calculated from equation (7).

Cθig (n) = Cθig (n−1) + (Δθig × Ke × Kg) −Z (7) where Cθig (n−1) is the previously calculated Cθig
(N).

After Cθig (n) is calculated in this way, the process ends.

As is clear from the equation 7, the ignition timing Cθig (n) immediately after the subtraction correction amount Z is set is compared with the case where Z is not set (when Z = 0).
Is greatly retarded.

As described above, Cθig (n) is basically obtained by adding the basic control amount (in other words, the change amount of the ignition timing) Δθig corresponding to the slip ratio Sb to the previously calculated Cθig (n−1).
Is determined by adding Therefore, as compared with a case where the absolute angle of the ignition timing is calculated in accordance with the slip ratio Sb, the current running state is reflected, and good control can be expected.

Further, the basic control amount Δθig itself is also determined by ΔS (n) and ΔS (n) determined by the slip ratio calculated before this time.
Since it is determined by S (n−1), ΔS (n−2), and the like, the current running state is reflected, and better control can be expected.

Returning to FIG. 3, in step S10, it is determined whether or not the condition is that the control should be continued at the driving force control ignition timing, in other words, whether or not the condition should be shifted to the control using the standard ignition timing. Is determined. If the condition is that the control should be continued at the driving force control ignition timing, the process proceeds to step S11, and if the condition is to shift to the control using the standard ignition timing, the process proceeds to step S8.

 FIG. 6 shows the details of the processing in step S10.

In FIG. 6, first, in step S51, it is determined whether Sb (n) has fallen below a preset second slip ratio S2 (S2 <S1, see FIG. 8). If not, the process proceeds to step S11, and if it is below, the process proceeds to step S52.

In step S52, Cθig (n) and Sθig
It is determined whether or not the absolute value of the difference from (n) is equal to or greater than the predetermined angle r degrees. Step if the angle is less than the predetermined angle r degrees
The flow shifts to S11, and if it is greater than r degrees, the flow shifts to step S53.

In step S53, a timer is started and time measurement is started.

In step S54, it is determined whether a predetermined time Tn [msec] has elapsed since the timer was started. Tn
If the elapsed time is not determined, the process proceeds to step S11. If it is determined that Tn has elapsed, step S55
At, the timer is stopped and reset.

Then, after Z is reset to 0 in step S56, the process proceeds to step S8.

Returning to FIG. 3, in step S11, the ignition timing θi
The driving force control ignition timing Cθig (n) is adopted as g (n). Thereafter, the process proceeds to step S12.

In step S12, the determined ignition timing θig
It is determined whether it is the ignition timing according to (n).
If it is the ignition timing, ignition is performed in step S13, and the process proceeds to step S14. If it is not the ignition timing, the process directly proceeds to step S14.

In step S14, it is determined whether or not the driving force control ignition timing Cθig (n) has been adopted as the ignition timing θig (n). If Cθig (n) has not been adopted, the display lamp 9 (FIG. 2) is turned off (turned off) in step S17, and the process is thereafter terminated.

If the adoption of Cθig (n) is detected in step S14, Cθig (n) and Sθig (n) are determined in step S15.
It is determined whether or not the absolute value of the difference from θig (n) is equal to or greater than a predetermined angle R degrees. If the angle is less than the predetermined angle R, the process proceeds to step S17. If the angle is equal to or more than the R, the process proceeds to step S16.

In step S16, the display lamp 9 is turned on (turned on), and then the process ends.

The state of the above control will be further described with reference to FIG.

FIG. 8 is a time chart illustrating an example of a driving force control according to an embodiment of the present invention, showing a change in the slip ratio of the motorcycle 1. In the figure,
The vertical axis represents the slip ratio Sb, and the horizontal axis represents time.

In FIG. 8, first, the ignition timing control based on the standard ignition timing is started. Assuming that the motorcycle 1 starts running at time T0, the slip ratio Sb sharply increases due to, for example, excessive opening of the throttle valve.

When the slip ratio Sb exceeds the first slip ratio S1 and the rear wheel speed HB exceeds a predetermined vehicle speed HBon (T1, see FIG. 4), the driving force control ignition timing Cθig calculated in step S9. To ignition timing control. Due to the increase in the slip ratio Sb, the value of Cθig decreases, and the ignition timing is retarded.

Even after such control, the slip ratio Sb continues to increase,
If Sb is equal to or greater than the sum of the target slip ratio S and the third slip ratio S3 (T2), a subtraction correction amount Z corresponding to the front wheel speed HA is subtracted from the calculated Cθig. This Z
Is gradually reduced until it becomes zero. If the value of Z is 0
During this period, the resetting of Z is prohibited (see FIG. 5).

The ignition timing is further retarded by the setting of Z, and the output limitation is increased.

If the slip ratio Sb becomes equal to or greater than the sum of the target slip ratio S and the third slip ratio S3 again after Z has become zero (T3) (T4), Z is determined according to the front wheel speed HA. Is set again.

Thereafter, when the motorcycle 1 satisfies the various conditions shown in FIG. 6 (T6), the control shifts from ignition timing control by Cθig (n) to standard ignition timing control by Sθig (n).

Of course, if the throttle valve is still open too much, as indicated by the two-dot chain line in FIG.
The motorcycle 1 is controlled such that its slip ratio Sb matches the target slip ratio S.

FIG. 1 is a functional block diagram of one embodiment of the present invention.
2, the same reference numerals as those in FIG. 2 represent the same or equivalent parts.

In FIG. 1, a Ne detecting means 21 detects an engine speed Ne by using output signals PC1 and PC2 of a first pulser 2A and a second pulser 2B.

The front wheel speed calculating means 22 and the rear wheel speed calculating means 23 calculate the front wheel speed HA and the rear wheel speed HB using the signals output from the front wheel speed sensor 3 and the rear wheel speed sensor 4.

The slip ratio calculating means 24 includes the HA and HB and the first
The slip ratio Sb (n) of the motorcycle is calculated using the equation.

The control term calculating means 25 calculates the feedback control terms Tp, Td and Td2 using the second to fourth equations.

The Ktotal calculation means 26 calculates Ktotal using the fifth equation.

The Δθig setting means 27 reads the basic correction amount Δθig from the basic correction amount table as shown in FIG. 7 using Ktotal. This Δθig is an ignition timing calculation means for driving force control.
Output to 34.

The situation determination means 28 calculates the slip rate Sb calculated this time.
(N), the slip ratio Sb (n-1) calculated last time,
It is determined whether or not Z is set according to whether or not Z is zero.

The Z setting means 29 is energized by the situation determination means 28 and sets the subtraction correction amount Z according to the HA. This setting is performed by reading the data of Z from a table in which the value of Z is stored in advance according to, for example, the HA as shown in FIG.

The gradual decrease control means 30 decreases the value of Z output from the Z setting means 29 at predetermined time intervals (for example, at every calculation timing by the calculation means 34), and sets a driving force control ignition timing calculation means.
Output to 34. The gradual decrease control means 30 prohibits the Z setting means 29 from resetting Z until Z becomes zero.

The Ke setting means 31 sets the engine output coefficient Ke according to the engine output state, for example, the throttle valve opening θth and the engine speed Ne. This setting is performed by reading Ke data from a table or a map in which Ke values are stored in advance according to, for example, θth and Ne, as shown in the tenth illustration. The set Ke is the calculation means
Output to 34.

The GR calculating means 32 calculates the engine speed Ne and the rear wheel speed HB,
Then, the gear ratio GR is calculated using the sixth equation.

The Kg setting means 33 sets a gear ratio coefficient Kg according to the gear ratio GR. This setting is performed by reading the data of Kg from a table in which the value of Kg is stored in advance according to, for example, the gear ratio GR as shown in FIG. The set Kg is output to the calculating means 34.

The ignition timing storage means 39 stores the ignition timing θig (n-1) output from the switching means 36 described later, that is, Sθig (n-
1) or temporarily stores Cθig (n−1), and outputs the stored content to the arithmetic means 34.

The driving force control ignition timing calculating means 34 calculates the driving force control ignition timing Cθig (n) from equation (7) and outputs the calculated driving force control ignition timing Cθig (n) to the switching means 36.

The standard ignition timing calculating means 35 calculates the standard ignition timing Sθig (n) from the engine speed Ne using a known method, and outputs the calculated standard ignition timing Sθig (n) to the switching means 36.

The switching means 36 always sets Sθig (n) to the ignition control means 40
When the control signal is output from the first switching control means 37, Cθig (n) is output to the ignition control means 40. In this state, when a control signal is output from the second switching control means 38, Sθig (n) is output to the ignition control means 40 again.

The ignition control means 40 energizes the ignition coil 8 at the input ignition timing.

The first switching control means 37 has a function as shown in FIG. 4, and outputs a control signal to the switching means 36 when an affirmative determination is made in step S22.

The second switching control means 38 has a function as shown in FIG. 6, outputs a control signal to the switching means 36 after an affirmative determination is made in step S54 and the processing in step S56 is completed. I do. At this time, Z is reset to zero.

The comparing means 41 has a function of performing the process of step S15 in FIG. 3, and when a positive determination is made in the process,
An output is generated at one input terminal of the AND gate 42.

The switching means 36 generates an output at the other input terminal of the AND gate 42 when Cθig (n) is selected.

The display lamp 9 is energized by the output of the AND gate 42 and lights up.

In the above description, the deceleration control amount Z has been described as being determined according to the vehicle speed, but may be a fixed value that does not change according to the vehicle speed, for example.

Also, the gear ratio GR has been described as being calculated from Equation 6, but when the transmission of the vehicle is a manual transmission, the calculation as in Equation 6 is not performed.
The value of GR may be set simply from the gear position of the transmission.

Further, the above-described embodiment has been described by taking the control of a motorcycle as an example, but it goes without saying that the present invention may be applied to a four-wheeled automobile or the like.

Further, Δθig, Ke, Kg, and Z are respectively the seventh and the first.
It may be set from a table other than the characteristics shown in FIGS. These tables are determined based on the traveling characteristics of the vehicle.

(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

(1) According to the vehicle driving force control device of the first aspect,
Even if the driving force control is performed at the ignition timing calculated using the feedback control term, the slip ratio continues to increase, and if the slip ratio exceeds a predetermined value, the ignition calculated as described above is performed. The subtraction correction amount is further subtracted from the timing, and the ignition timing is further retarded by a predetermined angle.

Therefore, even when the increase in the slip ratio is sharp, the driving force control is performed accurately, and the increase in the slip ratio can be suppressed.

(2) In general, when the vehicle speed is different, it is preferable to make the time required to suppress the slip different even in the same slip state. That is, it is desired that the output be suppressed more quickly at high speed than at low speed.

According to the vehicle driving force control device of the second aspect, even when the slip is the same, the subtraction correction amount is set according to the vehicle speed, so that the control of the slip ratio from a low speed to a high speed is further improved. Will be done.

(3) According to the vehicle driving force control device of the third aspect,
Since the subtraction correction amount is reduced every time the predetermined time elapses, the slip ratio does not become too small after the sudden slip is controlled.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of one embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of one embodiment of the present invention. FIG. 3 is a flowchart showing the operation of one embodiment of the present invention. FIG. 4 is a flowchart showing details of the processing in step S7. FIG. 5 is a flowchart showing details of the process in step S9. FIG. 6 is a flowchart showing details of the process in step S10. FIG. 7 is a graph showing an example of the basic correction amount table. FIG. 8 is a time chart showing an example of a change in the slip ratio. FIG. 9 is a graph showing the relationship between Sb (n), S and ΔS (n). FIG. 10 is a graph showing the relationship between the engine output coefficient Ke and the torque of the vehicle. FIG. 11 is a graph showing the relationship between the gear ratio coefficient Kg and the gear ratio GR. FIG. 12 is a graph showing the relationship between the subtraction correction amount Z and the front wheel speed HA. 1 ... motorcycle, 5 ... engine, 7 ... throttle sensor, 8 ... ignition coil, 15 ... electronic control circuit, 21 ... Ne detection means, 22 ... front wheel speed calculation means, 23 ...
... rear wheel speed calculating means, 24 ... slip ratio calculating means, 25 ...
... Control term calculation means, 26 ... Ktotal calculation means, 27 ... Δθ
ig setting means, 28 ... situation determination means, 29 ... Z setting means,
30 ... gradual decrease control means, 31 ... Ke setting means, 32 ... GR calculation means, 33 ... Kg setting means, 34 ... drive force control ignition timing calculation means, 35 ... standard ignition timing calculation means, 36 ... switching means, 37 ... first switching control means, 38 ... second switching control means, 39 ... ignition timing storage means, 40 ... ignition control means

──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F02P 5/15 K (56) References JP-A-1-270635 (JP, A) JP-A 1-216036 (JP, A) JP-A-1-290934 (JP, A) JP-A-50-54029 (JP, A) JP-A-62-67257 (JP, A) JP-A-62-149545 (JP, A) (58) (Int.Cl. ⁷ , DB name) F02P 5/15 F02D 29/02 311 F02D 45/00 312 F02D 45/00 345

Claims (2)

(57) [Claims] 1. A driving wheel speed detecting means for detecting a driving wheel speed, a driven wheel speed detecting means for detecting a driven wheel speed, and a slip ratio calculation for detecting a slip ratio from the driving wheel speed and the driven wheel speed. Means for calculating a feedback control term using the slip rate detected this time and the slip rate detected before and this time, and setting a basic correction amount from the feedback control term; A driving force control ignition timing calculating means for calculating the current ignition timing by adding the calculated ignition timing and the basic correction amount, wherein the driving force control ignition The timing calculating means adds the basic correction amount to the previously calculated ignition timing when the slip ratio exceeds a predetermined first slip ratio smaller than a target slip ratio S serving as a control target value. When the calculation of the current ignition timing is started, and when the predetermined second slip ratio larger than the target slip ratio S is exceeded, the ignition timing is further determined from the basic correction amount according to the vehicle speed. A driving force control device for a vehicle, wherein the ignition timing is retarded by subtracting a subtraction correction amount Z. 2. The vehicle according to claim 1, wherein once the subtraction correction amount Z is set, resetting is prohibited while the subtraction correction amount Z exceeds 0. Driving force control device.