JP2010173474A - Driving torque control device for vehicle - Google Patents

Abstract

Even when the target drive torque of a vehicle fluctuates at a relatively high frequency, the output torque of the engine and the consumption torque of a plurality of auxiliary machines are optimally controlled so that the drive torque of the vehicle becomes the target drive torque of the vehicle. To do.
A target driving torque of a vehicle is calculated (blocks 100 to 120), and a low-frequency component of the target driving torque is distributed to a target control torque of an engine 14 by processing of a low-pass filter having a low cutoff frequency. The intermediate frequency component of the target drive torque is distributed to the target control torque of the compressor 34 and the remaining component of the target drive torque is distributed to the target control torque of the alternator 36 (block 130). The engine output torque and the required consumption torque of the compressor 34 and the alternator 36 are controlled based on the corresponding target control torque (blocks 150 to 180).
[Selection] Figure 2

Description

  The present invention relates to a vehicle drive torque control device, and more particularly, to a vehicle drive torque control device including an engine and a plurality of auxiliary machines driven by the engine.

  As one of driving torque control devices for vehicles such as automobiles equipped with an engine and an auxiliary machine driven by the engine, the vehicle is controlled by controlling the driving load of the auxiliary machine when reducing the driving torque of the vehicle. Is already known, and is described, for example, in Patent Document 1 below. The drive torque control apparatus is configured to reduce the drive torque of the engine to a value lower than the value corresponding to the minimum output torque of the engine.

JP 2007-9885 A

[Problems to be Solved by the Invention]
In the conventional drive torque control device as described in each of the above publications, the case where there are a plurality of auxiliary machines driven by the engine is not considered, and therefore the conventional drive torque control as described above is not taken into consideration. The apparatus cannot properly control the driving torque of the vehicle when there are a plurality of auxiliary machines driven by the engine.

  When the target drive torque of the vehicle is calculated as the sum of at least the basic target drive torque based on the driver's drive operation amount and the disturbance compensation target drive torque for dealing with the vehicle disturbance, the disturbance compensation target drive torque As a result, the target driving torque of the vehicle also fluctuates at a relatively high frequency. When the target drive torque of the vehicle fluctuates at a relatively high frequency as described above, depending on the conventional drive torque control device as described above, the engine and the engine may cause the vehicle drive torque to become the vehicle target drive torque. The driven accessory cannot be optimally controlled.

The present invention has been made in view of the above-described problems in a conventional drive torque control apparatus that controls the drive torque of a vehicle by controlling the drive load of an auxiliary machine. The main problem of the present invention is In a vehicle having a plurality of auxiliary machines driven by the engine, even when the target driving torque of the vehicle fluctuates at a relatively high frequency, the engine driving torque is set so that the vehicle driving torque becomes the target driving torque of the vehicle. It is to optimally control the output torque and the consumption torque of a plurality of auxiliary machines.
[Means for Solving the Problems and Effects of the Invention]

  According to the present invention, the main problem described above includes the configuration of claim 1, that is, the engine and a plurality of auxiliary machines driven by the engine, and the response of the engine with respect to torque increase / decrease control is the plurality of A drive torque control device for a vehicle that is lower than the torque response of an auxiliary machine and that has different responsiveness of the plurality of auxiliary machines for torque increase / decrease control, a means for calculating a target drive torque of the vehicle, and the vehicle The target drive torque is distributed to the target control torque of the engine and the plurality of auxiliary machines, and the output torque of the engine and the consumption torque of the plurality of auxiliary machines are respectively controlled based on the corresponding target control torques. And the control means processes the target driving torque with a first low-pass filter to thereby control the engine. Calculate the target control torque, calculate the corrected target drive torque of the vehicle by subtracting the target control torque of the engine from the target drive torque of the vehicle, and the cutoff frequency is higher than that of the first low-pass filter By processing the corrected target drive torque of the vehicle with a second low-pass filter, the target control torque of the auxiliary machine having the lowest responsiveness to torque increase / decrease control is calculated, and the corrected target drive of the vehicle is calculated. This is achieved by a vehicle drive torque control device that calculates a target control torque of another auxiliary machine based on a value obtained by subtracting the target control torque of the auxiliary machine having the lowest responsiveness from the torque.

  According to the configuration of the first aspect, the target drive torque is processed by the first low-pass filter, so that the target drive torque of the engine is calculated, and the target drive torque of the engine is subtracted from the target drive torque of the vehicle. Thus, the corrected target drive torque of the vehicle is calculated. Moreover, the corrected target drive torque of the vehicle is processed by the second low-pass filter whose cutoff frequency is higher than that of the first low-pass filter. Is calculated, and the target drive torque of another auxiliary machine is calculated based on the value obtained by subtracting the target drive torque of the auxiliary machine having the lowest responsiveness from the corrected target drive torque of the vehicle. The engine output torque and the consumption torque of the plurality of auxiliary machines are controlled based on the corresponding target drive torque.

  Therefore, the low frequency component of the target drive torque of the vehicle can be distributed to the engine, and other components can be distributed to a plurality of auxiliary devices according to the frequency. As a result, the higher the response of the torque increase / decrease control, the higher the frequency. The target control torque of the engine and the plurality of auxiliary machines can be calculated so that a high target drive torque component is distributed. Therefore, in a vehicle equipped with a plurality of auxiliary machines, even when the target drive torque fluctuates at a relatively high frequency, the engine output torque and the plurality of engine output torques are set so that the vehicle drive torque becomes the vehicle target drive torque as much as possible. It is possible to optimally control the consumption torque of the auxiliary machine.

  Further, according to the configuration of the first aspect, since a required component of the target drive torque of the vehicle is distributed to the plurality of auxiliary machines, for example, a component other than the component distributed to the engine of the target drive torque of the vehicle Compared with the case where the control is intensively distributed to one accessory, there is a risk that the function of the accessory will be greatly hindered by the fact that the control amount of the accessory is largely changed by the target drive torque. This can be reliably reduced.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 1, the cutoff frequency of the first low-pass filter is variably set according to the engine speed. (Structure of claim 2).

  According to the configuration of the second aspect, the cutoff frequency of the first low-pass filter is variably set according to the engine speed. Therefore, the cut-off frequency of the first low-pass filter can be variably set in accordance with the fluctuation of the response of the torque increase / decrease control accompanying the fluctuation of the engine speed.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration according to any one of claims 1 and 2, the control means is configured such that the target drive torque of the vehicle is the engine. When the estimated torque increase / decrease range is exceeded, the target drive torque of the vehicle is limited to a value within the estimateable range of the engine torque increase / decrease, and the limited target drive torque is processed by the first low-pass filter. Thus, the engine is configured to calculate a target drive torque of the engine.

  According to the third aspect of the present invention, when the target drive torque of the vehicle exceeds the estimable range of engine torque increase / decrease, the target drive torque of the vehicle is limited to a value within the estimable range of engine torque increase / decrease. The target drive torque of the engine is calculated by processing the subsequent target drive torque with the first low-pass filter. Therefore, even when the target drive torque of the vehicle exceeds the estimable range of engine torque increase / decrease, the target drive torque of the engine is reliably prevented from exceeding the estimable range of torque increase / decrease. Can be reliably reduced to a value exceeding the range in which the torque can be increased or decreased.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration according to any one of claims 1 to 3, the cutoff frequency of the second low-pass filter is the responsiveness. Is configured so as to be variably set according to the operating state of the auxiliary machine having the lowest value (structure of claim 4).

  According to the configuration of the fourth aspect, the cutoff frequency of the second low-pass filter is variably set according to the operating state of the auxiliary machine having the lowest responsiveness. Therefore, it is possible to variably set the cutoff frequency of the second low-pass filter in accordance with the fluctuation of the response of the torque increase / decrease control of the auxiliary machine having the lowest responsiveness due to the fluctuation of the operating state of the auxiliary machine having the lowest responsiveness. .

  According to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration according to any one of claims 1 to 4, the control means is configured to correct the target drive torque of the vehicle after the correction. When the value exceeds the estimable range of torque increase / decrease of the auxiliary device having the lowest responsiveness, the corrected target drive torque of the vehicle is limited to a value within the estimable range of torque increase / decrease of the auxiliary device having the lowest responsiveness. Then, the limited target drive torque is processed by the second low-pass filter to calculate the target control torque of the auxiliary machine having the lowest responsiveness (configuration of claim 5).

  According to the fifth aspect of the present invention, when the corrected target drive torque of the vehicle exceeds the estimable increase / decrease range of the torque of the auxiliary machine having the lowest response, the corrected target drive torque of the vehicle has the highest response. The target control torque of the accessory with the lowest responsiveness is calculated by processing the limited target drive torque with the second low-pass filter. The Therefore, even if the target drive torque of an accessory with the lowest responsiveness exceeds the estimable range of torque increase / decrease of the auxiliaries, ensure that the target drive torque of the auxiliary device exceeds the estimable range of torque increase / decrease. Thus, it is possible to reliably reduce the possibility that the target drive torque of the auxiliary machine having the lowest responsiveness will exceed the range in which the torque can be increased or decreased.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration according to any one of claims 1 to 5, the control means provides information on required consumption torque of each auxiliary machine. And obtaining an engine output torque based on the sum of the target control torque of the engine and the required consumption torque of all the auxiliary machines, and obtaining the corresponding target control torque from the required consumption torque of each auxiliary machine. It is comprised so that the consumption torque of each auxiliary machine may be controlled based on the subtracted value (structure of Claim 6).

  According to the configuration of the sixth aspect, the output torque of the engine is controlled based on the sum of the target control torque of the engine and the required consumption torque of all the auxiliary machines, and the target control corresponding to the required consumption torque of each auxiliary machine. The consumption torque of each auxiliary machine is controlled based on the value obtained by subtracting the torque. Therefore, by controlling the consumption torque of each auxiliary machine as close to the required consumption torque as possible, it is possible to effectively reduce the possibility that the function of each auxiliary machine will be greatly hindered, while reducing the vehicle drive torque to the target drive of the vehicle. It can be torque.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration according to any one of claims 1 to 6, the means for calculating the target drive torque of the vehicle is a driver. The sum of the basic target drive torque based on the drive operation amount and the disturbance compensation target drive torque for dealing with the disturbance of the vehicle is calculated as the target drive torque of the vehicle (configuration of claim 7).

  According to the configuration of the seventh aspect, the target drive torque of the vehicle is calculated as the sum of the basic target drive torque based on the driving operation amount of the driver and the disturbance compensation target drive torque for dealing with the disturbance of the vehicle. Therefore, the target drive torque of the vehicle, which is the sum of the basic target drive torque and the disturbance compensation target drive torque, can be optimally distributed to the target control torques of the engine and the plurality of auxiliary machines according to the frequency of the component.

  In addition, compared with the case where only the basic target drive torque or the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary machine and the target control torque of the engine, the driver's intention to drive the vehicle and the vehicle Can deal with disturbances. Furthermore, compared with the case where the basic target drive torque and the disturbance compensation target drive torque are individually distributed to the target control torque of the engine and a plurality of auxiliary machines, the target control torque of the engine and the plurality of auxiliary machines can be easily and efficiently increased. Can be calculated well.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration according to any one of claims 1 to 6, the means for calculating the target drive torque of the vehicle includes the target As a driving torque, a basic target driving torque based on the driving operation amount of the driver and a disturbance compensating target driving torque for coping with a disturbance of the vehicle are calculated, and the control means uses a first low-pass filter to calculate the disturbance compensating target driving torque. By calculating the disturbance compensation target control torque of the engine, and calculating the target control torque of the engine based on the basic target drive torque and the disturbance compensation target control torque,

  A second low-pass filter having a cutoff frequency higher than that of the first low-pass filter is calculated by calculating a corrected disturbance compensation target drive torque by subtracting the disturbance compensation target control torque of the engine from the disturbance compensation target drive torque. To calculate the target control torque of the auxiliary machine having the lowest responsiveness to the torque increase / decrease control by processing the corrected disturbance compensation target drive torque at

  The target control torque of another auxiliary machine is calculated based on a value obtained by subtracting the target control torque of the engine and the target control torque of the auxiliary machine having the lowest response from the corrected disturbance compensation target drive torque. (Structure of claim 8).

  According to the above configuration, the basic target driving torque based on the driving operation amount of the driver and the disturbance compensation target driving torque for dealing with the disturbance of the vehicle are calculated as the target driving torque. The high-frequency component of the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary machine with high responsiveness, and the intermediate frequency component of the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary machine with low responsiveness. The remaining component of the compensated target drive torque is distributed to the engine target control torque.

  Therefore, even in a situation where the disturbance compensation target drive torque changes at a high rate of change, the vehicle drive torque is controlled so that the driver's intention to drive the vehicle can be dealt with and the vehicle disturbance can be dealt with reliably. Can do. In addition, compared with the case where the basic target drive torque is also distributed in the same manner, the control amount distributed to the auxiliary machine can be surely reduced, so that the component of the basic target drive torque is also distributed to the auxiliary machine. It is possible to reliably reduce the possibility that the function of the auxiliary machine is hindered due to the above.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration according to any one of claims 1 to 6, the means for calculating the target drive torque of the vehicle includes the target As a driving torque, a basic target driving torque based on the driving operation amount of the driver and a disturbance compensating target driving torque for coping with a disturbance of the vehicle are calculated, and the control means uses a first low-pass filter to calculate the disturbance compensating target driving torque. The engine disturbance compensation target control torque is calculated by processing the engine, the engine basic target control torque is calculated by processing the basic target drive torque by a third low-pass filter, and the engine basic target Calculating the target control torque of the engine based on the drive torque and the disturbance compensation target control torque of the engine;

  A second low-pass filter having a cutoff frequency higher than that of the first low-pass filter is calculated by calculating a corrected disturbance compensation target drive torque by subtracting the disturbance compensation target control torque of the engine from the disturbance compensation target drive torque. To calculate the disturbance compensation target control torque of the auxiliary machine having the lowest responsiveness with respect to the torque increase / decrease control by processing the corrected disturbance compensation target drive torque at the basic target drive torque. The corrected basic target drive torque is calculated by subtracting the control torque, and the corrected basic target drive torque is processed by a fourth low-pass filter whose cutoff frequency is higher than that of the second low-pass filter. To calculate the basic target control torque of the auxiliary machine having the lowest responsiveness with respect to the torque increase / decrease control. The responsiveness calculates a target control torque of the lowest accessory based on the basic target control torque of the disturbance compensation target control torque and the response of the responsive lowest accessory lowest accessory,

  Based on a value obtained by subtracting the disturbance compensation target control torque of the engine and the disturbance compensation target control torque of the auxiliary machine having the lowest responsiveness from the corrected disturbance compensation target drive torque, the disturbance compensation target control torque of another auxiliary machine And the basic target control of the other auxiliary machine based on the value obtained by subtracting the basic target control torque of the engine and the basic target control torque of the auxiliary machine having the lowest responsiveness from the corrected basic target driving torque. A torque is calculated, and a target control torque of the other accessory is calculated based on a disturbance compensation target control torque of the other accessory and a basic target control torque of the other accessory. Constitution).

  According to the configuration of the ninth aspect, the basic target driving torque based on the driving operation amount of the driver and the disturbance compensation target driving torque for dealing with the disturbance of the vehicle are calculated as the target driving torque. The low frequency component of the basic target drive torque is distributed to the target control torque of the engine, and the intermediate frequency component of the basic target drive torque is distributed to the target control torque of the auxiliary machine with low responsiveness. The component is distributed to the target control torque of the responsive auxiliary machine.

  As in the case of the configuration of the eighth aspect, the high frequency component of the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary machine having high responsiveness, and the intermediate frequency component of the disturbance compensation target drive torque is responsive. The lower auxiliary machine target control torque is distributed, and the remaining component of the disturbance compensation target drive torque is distributed to the engine target control torque.

  Then, for the engine and the plurality of auxiliary machines, the target control torque is calculated as the sum of the target control torque based on the basic target drive torque and the target control torque based on the disturbance compensation target drive torque.

Therefore, even in a situation where the basic target driving torque and / or disturbance compensation target driving torque changes at a high rate of change, the vehicle can be adapted to the driver's intention to drive the vehicle and to reliably deal with the disturbance of the vehicle. Can be controlled. In addition, compared with the case where only the basic target drive torque or the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary machine and the target control torque of the engine, the driver's intention to drive the vehicle and the vehicle Can deal with disturbances.
[Preferred embodiment of problem solving means]

  According to one preferred aspect of the present invention, in the configuration of the first to fourth aspects, according to one preferred aspect of the present invention, the structure of any one of the first to seventh aspects. The plurality of auxiliary machines are configured as air conditioner compressors and alternators (preferred aspect 1).

  According to another preferred embodiment of the present invention, in the configuration according to any one of claims 1 to 7, the auxiliary machine having the lowest response is an air conditioner compressor, and the other auxiliary machine is an alternator. It is comprised so that it may exist (the preferable aspect 2).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 3 to 7, the estimable range of increase / decrease in engine torque is variably set according to the engine speed. (Preferred Aspect 3)

  According to another preferred embodiment of the present invention, in the configuration according to any one of claims 4 to 7, the auxiliary machine having the lowest response is an air conditioner compressor, and the second low-pass filter is cut. The off frequency is configured to be variably set according to the operation state of the compressor (preferred aspect 4).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 5 to 7, the auxiliary machine having the lowest responsiveness is an air conditioner compressor, and it is possible to estimate an increase or decrease in torque of the compressor. The range is configured to be variably set according to the operation state of the compressor (preferred aspect 5).

  According to another preferred aspect of the present invention, in the configuration of claim 7, the disturbance compensation target drive torque includes the drive torque required for suppressing the influence of the cornering drag of the steered wheels on the vehicle, and the vehicle. It is comprised so that at least one of the drive torque required for the pitch damping control which suppresses pitching of this may be included (Preferred aspect 6).

  According to another preferred embodiment of the present invention, in the configuration according to any one of claims 1 to 7, the control means calculates each target control torque as a value as seen from the driving torque of the wheel, It is comprised so that target control torque may be converted into the value seen by engine output torque (preferable aspect 7).

  According to another preferred aspect of the present invention, in any one of the first to seventh aspects, the control means is configured to calculate each target control torque as a value as seen from the output torque of the engine. (Preferred embodiment 8).

  According to another preferred embodiment of the present invention, in any one of the first to seventh aspects, the engine is configured to be a spark ignition gasoline engine (preferred embodiment 9).

1 is a schematic configuration diagram showing a first embodiment of a vehicle drive torque control device according to the present invention applied to a front-wheel drive vehicle. It is a block diagram which shows the signal processing of the drive torque control of the vehicle in a 1st Example. FIG. 3 is a block diagram showing signal processing in a distribution calculation block shown in FIG. 2. It is a block diagram which shows the signal processing in the 2nd Example of the drive torque control apparatus of the vehicle by this invention. FIG. 5 is a block diagram showing signal processing in the distribution calculation block shown in FIG. 4. It is a block diagram which shows the signal processing in the 3rd Example of the drive torque control apparatus of the vehicle by this invention. It is a block diagram which shows the signal processing in the 1st distribution calculation block shown by FIG. It is a block diagram which shows the signal processing in the distribution calculation block in which a high pass filter is used as a comparative example of a 1st Example. It is a block diagram which shows the signal processing in the distribution calculation block in which a high pass filter is used as a comparative example of a 2nd Example. It is a block diagram which shows the signal processing in the distribution calculation block in which a high pass filter is used as a comparative example of a 3rd Example. It is a block diagram which shows the signal processing in the distribution calculation block of the modification of a 1st Example.

The present invention will now be described in detail with reference to the accompanying drawings.
[First embodiment]

  FIG. 1 is a schematic diagram showing a first embodiment of a vehicle driving torque control device according to the present invention applied to a front wheel drive vehicle.

  In FIG. 1, a drive torque control device 10 is mounted on a vehicle 12 and controls the drive torque of the vehicle 12. The vehicle 12 has an engine 14 as a drive source, and the engine 14 in the illustrated embodiment is a spark ignition type gasoline engine. The drive torque of the engine 14 is transmitted to the drive shaft 22 via an automatic transmission 20 including a torque converter 16 and a transmission 18.

  The drive torque of the drive shaft 22 is transmitted to the left front wheel drive shaft 26L and the right front wheel drive shaft 26R by the differential 24, and further transmitted to the left and right front wheel axles via the universal joints 28L and 28R. The front wheels 30RL and 30RR are rotationally driven.

  The left and right front wheels 30FL and 30FR are both driving wheels and steering wheels, which are not shown in FIG. 1, but are driven in response to the steering operation of the steering wheel by the driver, for example, rack and pinion type power The steering device is steered in a known manner via a tie rod. On the other hand, the left and right rear wheels 30RL and 30RR are driven wheels and non-steering wheels.

  The driving torque of the engine 14 is transmitted to the compressor 34 and the alternator 36 of the air conditioner 32 via a transmission belt not shown in FIG. The compressor 34 is a continuously variable capacity compressor capable of continuously changing the discharge capacity, and is driven by the driving torque from the engine 14 to suck, compress, and discharge the refrigerant of the air conditioner 32. The alternator 36 is also driven by the driving torque from the engine 14 to generate power and charge the battery 50.

  As understood from the above description, the compressor 34 and the alternator 36 are auxiliary machines driven by the driving torque from the engine 14, and the engine 14, the compressor 34, and the alternator 36 are controlled by the electronic control unit 40. Although not shown in detail in FIG. 1, the electronic control unit 40 includes an engine control unit that controls the output torque of the engine 14 and the generated voltage of the alternator 36, a shift control unit that controls the shift stage of the automatic transmission 20, and an air conditioner. 32 includes an air conditioner control unit that controls 32 compressors 34 and an electric fan that is not shown in FIG. 1, a motion control unit that controls the traveling motion of the vehicle 12, and the like.

  The engine control unit, the shift control unit, the air conditioner control unit, and the motion control unit actually include a CPU, a ROM, a RAM, an input / output port device, etc., which are connected to each other via a bidirectional common bus. It may be a microcomputer having a configuration. The engine control unit exchanges necessary information with each other, and also exchanges necessary information with other electronic control devices such as a braking force control electronic control device not shown in FIG.

  A signal indicating the accelerator opening Ap, which is the depression amount of the accelerator pedal 42, is input to the engine control unit of the electronic control unit 40 from an accelerator opening sensor 44 provided on the accelerator pedal 42 operated by the driver. . In addition, a signal indicating the intake air amount Ra is input from the air flow meter 46 provided in the intake pipe of the engine 14 to the engine control unit of the electronic control device 40, and the engine speed is supplied from the speed sensor 48 provided in the engine 14. A signal indicating Ne is input.

  Further, a signal indicating the battery voltage Vb is input from the battery 50 charged by the alternator 36 to the engine control unit of the electronic control unit 40, and the engine 14 and the alternator 36 are received from other sensors not shown in FIG. A signal indicating other information necessary for the control is input.

  A signal indicating the shift position Sp is input to the shift control unit of the electronic control unit 40 from a shift position (SP) sensor 52 provided on a shift lever operated by the driver. In addition, a signal indicating other information such as the vehicle speed V necessary for controlling the shift speed of the automatic transmission 20 is input to the shift control unit of the electronic control unit 40 from other sensors not shown in FIG. .

  A signal indicating the set temperature Trt is input from the temperature setting dial 54 operated by the vehicle occupant to the air conditioner control unit of the electronic control device 40, and the air conditioner 32 is controlled by other sensors not shown in FIG. A signal indicating other information such as the vehicle interior temperature Tr required for the vehicle is input.

  A signal indicating the yaw rate γ of the vehicle is input from the yaw rate sensor 56 to the motion control unit of the electronic control device 40, and steering necessary for controlling the traveling motion of the vehicle 12 from other sensors not shown in FIG. A signal indicating other information such as the angle θ is input.

  The engine control unit of the electronic control unit 40 calculates the sum of the basic target drive torque Tvbt based on at least the accelerator opening Ap and the disturbance compensation target drive torque Tvmt for dealing with the vehicle disturbance calculated by the motion control unit. The target drive torque Tvt (the sum of the target drive torques of the left and right front wheels 30FL and 30FR, that is, the target value of the wheel drive torque) is calculated. The electronic control unit 40 controls the output torque Te of the engine 14, the consumption torque Tc of the compressor 34, and the consumption torque Ta of the alternator 36 so that the vehicle drive torque Tv becomes the target drive torque Tvt.

  The response of the engine 14 with respect to torque increase / decrease control by the engine control unit of the electronic control unit 40 is lower than the response of either the compressor 34 or the alternator 36. Further, the response of the compressor 34 with respect to the torque increase / decrease control by the engine control unit is lower than the response of the alternator 36.

  The motion control unit of the electronic control unit 40 performs cornering drag compensation control for compensating for cornering drag of the left and right front wheels 30FL and 30FR. That is, the motion control unit calculates the slip angle β of the vehicle based on the yaw rate γ of the vehicle in a manner known in the art, and the left and right front wheels based on the slip angle β, the steering angle θ, etc. of the vehicle. The slip angle βwf of 30FL and 30FR is calculated. Then, the motion control unit calculates the cornering drag Dwf of the left and right front wheels 30FL and 30FR based on the slip angle βwf, and uses the vehicle target drive torque Tvt as a wheel drive torque necessary to suppress the influence of the cornering drag Dwf on the vehicle 12. The first target correction amount ΔTvt1 for is calculated.

  The motion control unit of the electronic control unit 40 calculates the wheel acceleration Vwfd of the front wheels based on the wheel speeds VwFL and VwFR of the left and right front wheels 30FL and 30FR, and is known in the art based on the wheel acceleration Vwfd of the front wheels. The pitching acceleration Gvp of the vehicle is estimated as follows. Then, the motion control unit calculates a second target correction amount ΔTvt2 for the target drive torque Tvt of the vehicle as a wheel drive torque necessary for pitch damping control that suppresses the pitching of the vehicle based on the pitching acceleration Gvp.

  Further, the motion control unit of the electronic control unit 40 calculates the sum of the first target driving force correction amount ΔTvt1 and the second target driving force correction amount ΔTvt2 as the disturbance compensation target driving torque Tvmt viewed from the wheel driving torque, A signal indicating the disturbance compensation target drive torque Tvmt is output to the engine control unit. The motion control unit also performs anti-skid control for suppressing excessive braking slip, traction control for suppressing excessive driving slip, traveling motion control for ensuring the stability of the traveling motion of the vehicle, and the like. It's okay. In this case, when calculating the disturbance compensation target driving torque Tvmt, the target driving force correction amount for suppressing excessive braking slip, the target driving force correction amount for suppressing excessive driving slip, and the stability of the running motion of the vehicle are determined. A target driving force correction amount for ensuring may be considered.

  In particular, the engine control unit of the electronic control unit 40 calculates the sum of the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt as the vehicle target drive torque Tvt. The engine control unit calculates the target control torque Tvet as the wheel drive torque to be achieved by the engine 14 by processing the target drive torque Tvt of the vehicle with the first low-pass filter.

  The engine control unit of the electronic control unit 40 calculates the corrected target drive torque Tvta of the vehicle by subtracting the target control torque Tvet of the engine 14 from the target drive torque Tvt of the vehicle. The engine control unit processes the corrected target drive torque Tvta of the vehicle with the second low-pass filter whose cutoff frequency is higher than that of the first low-pass filter, so that the responsiveness of the torque increase / decrease control is lower. The target control torque Tvct viewed from the wheel drive torque is calculated for the compressor 34 which is an auxiliary machine. Further, the engine control unit calculates the target control torque Tct of the compressor 34 as viewed from the engine output torque based on the target control torque Tvct and the shift stage (gear ratio) of the automatic transmission 20, and generates a signal indicating the target control torque Tct. Output to the air conditioner controller.

  The air conditioner control unit of the electronic control unit 40 determines a control mode for setting the temperature Tr in the vehicle interior to the set temperature Trt set by the temperature setting dial 54, and the control mode, the deviation between the set temperature Trt and the temperature Tr, The required consumption torque Tcreq of the compressor 34 as seen from the output torque of the engine is calculated according to the blast volume set by the vehicle occupant. The air conditioner control unit calculates the final target consumption torque Tctt of the compressor 34 as seen from the engine output torque by subtracting the target control torque Tct from the required consumption torque Tcreq, and the consumption torque Tc of the compressor 34 is calculated as the final target consumption. The discharge capacity of the compressor 34 is controlled so that the torque Tctt is obtained.

  Further, the engine control unit of the electronic control unit 40 uses a value obtained by subtracting the target control torque Tvet of the engine 14 and the target control torque Tvct of the compressor 34 from the target drive torque Tvt of the vehicle (Tvt−Tvet−Tvct) at the other auxiliary machine. This is calculated as a target control torque Tvat as seen from the wheel drive torque for a certain alternator 36. Then, the engine control unit calculates the target control torque Tat of the alternator 36 as viewed from the engine output torque based on the target control torque Tvat and the shift stage of the automatic transmission 20.

  The engine control unit calculates the necessary power generation voltage Vgt of the alternator 36 based on the battery voltage Vb, the running state of the vehicle, and the like, and the required consumption torque of the alternator 36 viewed from the engine output torque based on the necessary power generation voltage Vgt. Calculate Tareq. The engine control unit calculates the final target consumption torque Tatt of the alternator 36 as viewed from the engine output torque by subtracting the target control torque Tat from the required consumption torque Tareq, and the consumption torque Ta of the alternator 36 is determined as the final target consumption. The generated voltage of the alternator 36 is controlled so that the torque Tatt is obtained.

  Further, the engine control unit of the electronic control unit 40 calculates a target control torque Tvet of the engine 14 viewed from the wheel drive torque and a target output torque Tet viewed from the engine output torque based on the shift stage of the automatic transmission 20. The engine control unit calculates the sum of the target output torque Tet of the engine 14, the required consumption torque Tcreq of the compressor 34, and the required consumption torque Taeq of the alternator 36 as the final target output torque Tett of the engine 14, and the output torque of the engine 14 At least one of the throttle opening, the fuel injection amount, and the ignition timing is controlled so that Te becomes the final target output torque Tett.

  Next, the vehicle drive torque control achieved by the electronic control unit 40 in the first embodiment will be described with reference to the block diagrams shown in FIGS.

  The basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are calculated by the target drive torque calculation blocks 100 and 110, respectively, and the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are added by the adder 120. A target drive torque Tvt is calculated.

  The target drive torque Tvt of the vehicle is determined by the distribution calculation block 130 shown in detail in FIG. 3, the target control torque Tvet of the engine 14 as seen from the wheel drive torque, the target control torque Tvct of the compressor 34, and the target control torque of the alternator 36. Distributed to Tvat.

  In the first guard processing block 132 of the distribution calculation block 130 shown in FIG. 3, when the target drive torque Tvt of the vehicle exceeds the torque fluctuation range estimated to be achievable by the torque control of the engine 14. The first guard process is performed on the target drive torque Tvt of the vehicle so that the value is within the torque fluctuation range estimated to be achievable by the torque control of the engine 14. Since the torque fluctuation range achievable by the torque control of the engine 14 varies depending on the engine speed Ne, the torque fluctuation range estimated to be achievable by the torque control of the engine 14 is variably set based on the engine speed Ne. The

  The target drive torque Tvt of the vehicle after the guard processing is processed by the first low-pass filter processing block 134 using the first low-pass filter, thereby calculating the target control torque Tvet of the engine 14 as viewed from the wheel drive torque.

  Since the response of the engine 14 with respect to the torque increase / decrease control varies depending on the engine speed Ne, the cut-off frequency fc1 of the first low-pass filter becomes a value corresponding to the response of the engine 14 with respect to the torque increase / decrease control. Variably set according to the engine speed Ne.

  In addition, in the distribution calculation block 130 shown in FIG. 3, the target control torque Tvet of the engine 14 is subtracted from the target drive torque Tvt of the vehicle before the guard process by the addition block 136. The target drive torque Tvta is calculated and input to the second guard processing block 138.

  In the second guard processing block 138, when the corrected target drive torque Tvta of the vehicle exceeds the torque fluctuation range estimated to be achievable by the torque control of the compressor 34, it is achieved by the torque control of the compressor 34. A second guard process is performed on the corrected target drive torque Tvta of the vehicle so as to be a value within a torque fluctuation range estimated to be possible.

  The torque fluctuation range that can be achieved by the torque control of the compressor 34 varies depending on the operating condition of the compressor 34 such as the outside air temperature. Therefore, the torque fluctuation range estimated to be achievable by the torque control of the compressor 34 is the operating condition of the compressor 34. Is variably set based on

  The target drive torque Tvta of the vehicle after the second guard process is processed by the second low-pass filter processing block 140 using the second low-pass filter, thereby calculating the target control torque Tvct of the compressor 34 in terms of the wheel drive torque. Is done.

  Note that the response of the compressor 34 with respect to the torque increase / decrease control varies depending on the operating conditions such as the discharge capacity of the compressor 34, so the cutoff frequency fc2 of the second low-pass filter corresponds to the response of the compressor 34 with respect to the torque increase / decrease control. The value is variably set according to the operating state of the compressor 34 so as to be a value to be set.

  The target control torque Tvct of the compressor 34 is added to the target control torque Tvet of the engine 14 by the adder 142. Then, the adder 144 subtracts the sum of the target control torque Tvet of the engine 14 and the target control torque Tvct of the compressor 34 from the target drive torque Tvt of the vehicle, thereby calculating the target control torque Tvat of the alternator 36 in terms of the wheel drive torque. Is done.

  Returning to FIG. 2, the target control torque Tvet of the engine 14 is converted by the torque conversion block 150 into the target output torque Tet viewed from the engine output torque. The required consumption torque Tcreq of the compressor 34 is calculated by the required consumption torque calculation block 170 of the compressor, and the required consumption torque Taeq of the alternator 36 is calculated by the required consumption torque calculation block 180 of the alternator. The target control torque Tet of the engine 14 is added to the required consumption torque Tcreq of the compressor 34 and the required consumption torque Taeq of the alternator 36 by the adder 160, whereby the final target output torque Tett of the engine 14 is calculated.

  The target control torque Tvct of the compressor 34 is converted by the torque conversion block 190 into the target control torque Tct of the compressor 34 as seen from the engine output torque. Then, the adder 200 subtracts the target control torque Tct of the compressor 34 from the required consumption torque Tcreq of the compressor 34, thereby calculating the final target consumption torque Tctt of the compressor 34 as seen from the engine output torque.

  Further, the target control torque Tvat of the alternator 36 is converted by the torque conversion block 210 into the target control torque Tat of the alternator 36 as viewed from the engine output torque. Then, the adder 220 subtracts the target control torque Tat of the alternator 36 from the required consumption torque Tareq of the alternator 36, thereby calculating the final target consumption torque Tatt of the alternator 36 as seen from the output torque of the engine.

  As will be understood from the above description, according to the first embodiment, the target drive torque Tvt of the vehicle is calculated as the sum of the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt. The target drive torque Tvt of the vehicle is distributed to the target control torque Tvet of the engine 14 as viewed from the wheel drive torque, the target control torque Tvct of the compressor 34, and the target control torque Tvat of the alternator 36.

  In this case, the target drive torque Tvt of the vehicle is processed by the first low-pass filter, so that the target control torque Tvet is calculated as the wheel drive torque to be achieved by the engine 14, and the target control torque Tvet is calculated as the output torque of the engine. Converted into the target output torque Tet of the engine 14 as seen in FIG. The sum of the target output torque Tet of the engine 14, the required consumption torque Tcreq of the compressor 34, and the required consumption torque Taeq of the alternator 36 is calculated as the final target output torque Tett of the engine 14. Then, the output of the engine 14 is controlled so that the output torque Te of the engine 14 becomes the final target output torque Tett.

  Further, the corrected target drive torque Tvta obtained by subtracting the target control torque Tvet of the engine 14 from the target drive torque Tvt of the vehicle is processed by the second low-pass filter, so that the compressor 34 looks as the wheel drive torque. A target control torque Tvct is calculated. Then, the target control torque Tvct is converted into the target control torque Tct of the compressor 34 as seen from the engine output torque. Note that the value of the cutoff frequency fc2 of the second low-pass filter is larger than the value of the cutoff frequency fc1 of the first low-pass filter.

  Further, by subtracting the target control torque Tct from the necessary consumption torque Tcreq, the final target consumption torque Tctt of the compressor 34 in terms of the output torque of the engine is calculated. The discharge capacity of the compressor 34 is controlled so that the consumption torque Tc of the compressor 34 becomes the final target consumption torque Tctt.

  Further, by subtracting the sum of the target control torque Tvet of the engine 14 and the target control torque Tvct of the compressor 34 from the target drive torque Tvt of the vehicle, the target control torque Tvat of the alternator 36 viewed from the wheel drive torque is calculated. Then, the target control torque Tvat is converted into the target control torque Tat of the alternator 36 as seen from the engine output torque.

  Further, by subtracting the target control torque Tat from the required consumption torque Tareq, the final target consumption torque Tatt of the alternator 36 as seen from the engine output torque is calculated. The power generation voltage of the alternator 36 is controlled so that the consumption torque Ta of the alternator 36 becomes the final target consumption torque Tatt.

  Therefore, a component having a frequency equal to or lower than the cut-off frequency fc1 of the first low-pass filter in the target drive torque Tvt of the vehicle is distributed to the engine 14 as the target control torque Tvet, and is higher than the cut-off frequency fc1 of the target drive torque Tvt of the vehicle. A component having a frequency that is higher than or equal to the cutoff frequency fc2 of the second low-pass filter is distributed to the compressor 34 as the target control torque Tvct, and a component having a frequency higher than the cutoff frequency fc2 in the target drive torque Tvt of the vehicle is the target control torque. It can be distributed to the alternator 36 as Tvat.

  Therefore, the low frequency component of the target drive torque Tvt of the vehicle is achieved by controlling the output torque of the engine 14 having the lowest response to the torque increase / decrease control, and the high frequency component of the target drive torque Tvt of the vehicle is achieved. This is achieved by controlling the consumption torque of the alternator 36 having the highest responsiveness with respect to torque increase / decrease control, and the intermediate frequency component of the vehicle target drive torque Tvt is higher than the engine 14 with respect to the torque increase / decrease control. This can be achieved by controlling the torque consumption of the compressor 34 lower than 36.

  Therefore, according to the first embodiment, even when the disturbance compensation target drive torque Tvmt changes at a high rate of change, and thus the target drive torque Tvt of the vehicle changes at a high rate of change, the engine 14 The output torque, the consumption torque of the compressor 34, and the consumption torque of the alternator 36 can be optimally controlled, whereby the vehicle drive torque can be effectively controlled to the vehicle target drive torque Tvt.

  Further, according to the first embodiment, the low frequency component of the vehicle target drive torque Tvt is not distributed to the compressor 34, and no component other than the high frequency component of the vehicle target drive torque Tvt is distributed to the alternator 36. Therefore, the magnitude of the target control torque Tct of the compressor 34 and the target control torque Tat of the alternator 36 is reduced as compared with the case where components other than the above of the target drive torque Tvt of the vehicle are distributed to the compressor 34 and the alternator 36. Can do. Accordingly, the consumed torque of the compressor 34 and the alternator 36 due to the target control torque is greatly changed, and the possibility that the functions of the compressor 34 and the alternator 36 are greatly hindered due to the great change of the operating state of the compressor 34 and the alternator 36 is surely reduced. be able to.

  In particular, according to the first embodiment, the target drive torque Tvt of the vehicle is the sum of at least the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt based on the driver's drive operation amount. Accordingly, the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are compared with the case of the second embodiment described later in which the first and second low-pass filters process the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt, respectively. The compensation target drive torque Tvmt can be distributed efficiently.

  In addition, the basic target drive torque Tvbt and the disturbance compensation target drive are compared to the case of the second embodiment described later and the case of the third embodiment described later in which only the disturbance compensation target drive torque Tvmt is processed by the low-pass filter. The entire torque Tvmt can be appropriately distributed to the engine 14, the compressor 34, and the alternator 36 in accordance with the responsiveness of the torque increase / decrease control.

Further, the amount of calculation required for calculating the target control torque can be reduced as compared with the case of a third embodiment described later in which the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are individually distributed.
[Second Example]

  FIG. 4 is a block diagram showing signal processing in the second embodiment of the vehicle driving torque control apparatus according to the present invention, and FIG. 5 is a block diagram showing signal processing in the distribution calculation block shown in FIG. is there. In FIG. 4, blocks corresponding to those shown in FIG. 2 are denoted by the same reference numerals as those in FIG.

  In the second embodiment, the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are not added, and only the disturbance compensation target drive torque Tvmt is obtained by the distribution calculation block 230 as viewed from the wheel drive torque. The target control torque Tvmet, the target control torque Tvmct of the compressor 34, and the target control torque Tvmat of the alternator 36 are distributed.

  The target control torque Tvmet of the engine 14 is added to the basic target drive torque Tvbt by the adder 250, whereby the target control torque Tvet of the engine 14 viewed from the wheel drive torque is calculated. The target control torque Tvet of the engine 14, the target control torque Tvmct of the compressor 34, and the target control torque Tvmat of the alternator 36 are the target output torque Tet and the target control of the compressor 34 as seen from the engine output torque by the torque conversion blocks 150, 190 and 210, respectively. The torque Tct is converted into the target control torque Tat of the alternator 36. The signal processing by the blocks 160 to 180 and the adders 200 and 220 is the same as that in the first embodiment.

  As shown in FIG. 5, blocks 232 to 244 of the distribution calculation block 230 correspond to the blocks 132 to 144 shown in FIG. 3, respectively. In blocks 232 to 244, the disturbance compensation target drive torque Tvmt is processed in the same manner as in blocks 132 to 144, whereby the disturbance compensation target drive torque Tvmt becomes the target control torque Tvmet of the engine 14 and the target control of the compressor 34. The torque Tvmct is distributed to the target control torque Tvmat of the alternator 36.

  That is, in the first guard processing block 232, when the disturbance compensation target drive torque Tvmt exceeds the torque fluctuation range estimated to be achievable by the torque control of the engine 14, it can be achieved by the torque control of the engine 14. A first guard process is performed on the disturbance compensation target drive torque Tvmt so as to be a value within the estimated torque fluctuation range.

  Also in this embodiment, the torque fluctuation range estimated to be achievable by the torque control of the engine 14 is variably set based on the engine speed Ne. Further, since the torque fluctuation range estimated in this embodiment is the torque fluctuation range by the torque control of the engine 14 with respect to the disturbance compensation target drive torque Tvmt, the torque fluctuation estimated in the first embodiment described above. Narrower than range.

  The disturbance-compensated target drive torque Tvmt after the guard process is processed by the first low-pass filter processing block 234 using the first low-pass filter, thereby calculating the target control torque Tvmet of the engine 14 as viewed from the wheel drive torque.

  In this embodiment as well, the cut-off frequency fc1 of the first low-pass filter is variably set according to the engine speed Ne so as to be a value corresponding to the response of the engine 14 with respect to the torque increase / decrease control.

  In addition, in the distribution calculation block 230 shown in FIG. 5, the target control torque Tvmet of the engine 14 is subtracted from the disturbance compensation target drive torque Tvmt before the guard process by the addition block 236, thereby the corrected compressor 34 Target control torque Tvmta is calculated and input to the second guard processing block 238.

  In the second guard processing block 238, when the corrected target control torque Tvmta of the compressor 34 exceeds the torque fluctuation range estimated to be achievable by the torque control of the compressor 34, the torque control of the compressor 34 is performed. A second guard process is performed on the corrected target control torque Tvmta of the compressor 34 so as to be a value within the torque fluctuation range estimated to be achievable.

  Also in this embodiment, the torque fluctuation range estimated to be achievable by the torque control of the compressor 34 is variably set based on the operating state of the compressor 34 such as the outside air temperature. Further, since the torque fluctuation range estimated in this embodiment is the torque fluctuation range by the torque control of the compressor 34 with respect to the disturbance compensation target drive torque Tvmt, the torque fluctuation estimated in the first embodiment described above. Narrower than range.

  The target control torque Tvmta of the compressor 34 after the second guard processing is processed by the second low-pass filter processing block 240 with the second low-pass filter, whereby the target control torque Tvmct of the compressor 34 viewed from the wheel drive torque is obtained. Calculated.

  In this embodiment as well, the cutoff frequency fc2 of the second low-pass filter is variably set according to the operating condition of the compressor 34 so as to have a value corresponding to the response of the compressor 34 with respect to torque increase / decrease control. .

  The target control torque Tvmct of the compressor 34 is added to the target control torque Tvmet of the engine 14 by the adder 242. The adder 244 subtracts the sum of the target control torque Tvmet of the engine 14 and the target control torque Tvmct of the compressor 34 from the disturbance compensation target drive torque Tvmt, thereby calculating the target control torque Tvmat of the alternator 36 as seen from the wheel drive torque. Is done.

  Thus, according to the second embodiment shown in the figure, only the disturbance compensation target drive torque Tvmt is the target control of the engine 14 in the same manner as the distribution of the target drive torque Tvt of the vehicle in the first embodiment described above. The torque Tvmet, the target control torque Tvmct of the compressor 34, and the target control torque Tvmat of the alternator 36 are distributed. In the same manner as in the case of the first embodiment described above, the engine output torque was observed based on the target control torque Tvmet of the engine 14, the target control torque Tvmct of the compressor 34, and the target control torque Tvmat of the alternator 36. The final target output torque Tett of the engine 14, the final target consumption torque Tctt of the compressor 34, and the final target consumption torque Tatt of the alternator 36 are calculated.

  Accordingly, a component having a frequency equal to or lower than the cutoff frequency fc1 of the first low-pass filter in the vehicle disturbance compensation target drive torque Tvmt is distributed to the engine 14 as the target control torque Tvmet, and the cutoff frequency fc1 of the vehicle disturbance compensation target drive torque Tvmt. The component of the frequency higher than the cutoff frequency fc2 of the second low-pass filter is distributed to the compressor 34 as the target control torque Tvmct, and the component of the higher frequency than the cutoff frequency fc2 of the vehicle disturbance compensation target drive torque Tvmt is distributed. The target control torque Tvmat can be distributed to the alternator 36.

  Therefore, the low frequency component of the vehicle disturbance compensation target drive torque Tvmt is achieved by controlling the output torque of the engine 14 having the lowest responsiveness to the torque increase / decrease control, and the high frequency of the vehicle disturbance compensation target drive torque Tvmt. The component is achieved by controlling the consumption torque of the alternator 36 having the highest responsiveness for the torque increase / decrease control, and the intermediate frequency component of the vehicle disturbance compensation target drive torque Tvmt is more responsive than the engine 14 for the torque increase / decrease control. This can be achieved by controlling the consumption torque of the compressor 34 which is higher and lower than the alternator 36.

  Therefore, according to the second embodiment, even in a situation where the disturbance compensation target drive torque Tvmt changes at a high rate of change, the output torque of the engine 14, the compressor, as in the case of the first embodiment described above. The consumption torque 34 and the consumption torque of the alternator 36 can be optimally controlled, whereby the target drive torque of the vehicle can be effectively controlled to the target drive torque Tvt of the vehicle.

  Further, according to the second embodiment, the low frequency component of the disturbance compensation target drive torque Tvmt is not distributed to the compressor 34, and no component other than the high frequency component of the disturbance compensation target drive torque Tvmt is distributed to the alternator 36. Therefore, the magnitude of the target control torque Tct of the compressor 34 and the target control torque Tat of the alternator 36 is reduced as compared with the case where components other than the above of the disturbance compensation target drive torque Tvmt are distributed to the compressor 34 and the alternator 36. Can do. Accordingly, the consumption torque of the compressor 34 and the alternator 36 is greatly changed by the target control torque, and the possibility that the functions of the compressor 34 and the alternator 36 are greatly hindered due to the large change in the operating state of the compressor 34 and the alternator 36 is surely reduced. be able to.

In particular, according to the second embodiment, only the disturbance compensation target drive torque Tvmt is distributed to the engine 14, the compressor 34, and the alternator 36. Accordingly, the amount of calculation required for calculating the target control amount can be reduced as compared with the case of a third embodiment to be described later in which the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are individually distributed. Further, compared with the first and third embodiments in which the basic target drive torque Tvbt is also distributed, the control amount distributed to the compressor 34 and the alternator 36 can be reduced, whereby the compressor 34 and the alternator 36 are reduced. It is possible to reduce the possibility of the function of being hindered.
[Third embodiment]

  FIG. 6 is a block diagram showing signal processing in the third embodiment of the vehicle drive torque control apparatus according to the present invention, and FIG. 7 shows signal processing in the first distribution calculation block shown in FIG. It is a block diagram. In FIG. 6, the same reference numerals as those shown in FIG. 2 or 4 are assigned to the blocks corresponding to the blocks shown in FIG. 2 or FIG.

  Also in the third embodiment, the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are not added. The basic target drive torque Tvbt is distributed by the first distribution calculation block 260 to the target control torque Tvbet of the engine 14 as seen from the wheel drive torque, the target control torque Tvbct of the compressor 34, and the target control torque Tvbat of the alternator 36. Similarly to the case of the second embodiment described above, the disturbance compensation target drive torque Tvmt is determined by the second distribution calculation block 230 in terms of the wheel drive torque, the target control torque Tvmet of the engine 14, and the target control torque Tvmct of the compressor 34. The target control torque Tvmat of the alternator 36 is distributed.

  As shown by the reference numerals in parentheses in FIG. 5, the second distribution calculation block 230 for distributing the disturbance compensation target drive torque Tvmt is the same as the distribution calculation block 230 in the second embodiment. is there.

  The basic target drive torque Tvbt of the engine 14 is added to the target control torque Tvmet by the adder 280, whereby the target control torque Tvbet of the engine 14 viewed from the wheel drive torque is calculated. The target control torque Tvbct of the compressor 34 is added to the target control torque Tvmct by the adder 290, whereby the target control torque Tvct of the compressor 34 viewed from the wheel driving torque is calculated. The target control torque Tvbat of the alternator 36 is added to the target control torque Tvmat by the adder 300, whereby the target control torque Tvat of the alternator 36 viewed from the wheel driving torque is calculated. The signal processing by the blocks 150 to 220 is the same as in the first and second embodiments.

  As shown in FIG. 7, the blocks 262 to 274 of the first distribution calculation block 260 correspond to the blocks 132 to 144 shown in FIG. 3, respectively. In blocks 262 to 274, the basic target drive torque Tvbt is processed in the same manner as in blocks 132 to 144, whereby the basic target drive torque Tvbt is changed to the target control torque Tvbet of the engine 14 and the target control torque Tvbct of the compressor 34. The target control torque Tvbat of the alternator 36 is distributed.

  That is, in the first guard processing block 262, when the basic target drive torque Tvbt exceeds the torque fluctuation range estimated to be achievable by the torque control of the engine 14, it is estimated that the achievable by the torque control of the engine 14 is achieved. The first guard process is performed on the basic target drive torque Tvbt so that the value falls within the torque fluctuation range.

  Even in the first guard process of the basic target drive torque Tvbt, the torque fluctuation range estimated to be achievable by the torque control of the engine 14 is variably set based on the engine speed Ne.

  The basic target drive torque Tvbt after the guard process is processed by the first low-pass filter processing block 264 with the first low-pass filter, and thereby the target control torque Tvbet of the engine 14 as seen from the wheel drive torque is calculated.

  Even in the first low-pass filter processing of the basic target drive torque Tvbt, the cut-off frequency fc1 is variable according to the engine speed Ne so as to be a value corresponding to the response of the engine 14 with respect to torque increase / decrease control. Is set.

  In addition, in the distribution calculation block 260 shown in FIG. 7, the target control torque Tvbet of the engine 14 is subtracted from the basic target drive torque Tvbt before the guard processing by the addition block 266, whereby the corrected compressor 34 is corrected. The target control torque Tvbta is calculated and input to the second guard processing block 268.

  In the second guard processing block 268, when the corrected target control torque Tvbta of the compressor 34 exceeds the torque fluctuation range estimated to be achievable by the torque control of the compressor 34, the torque control of the compressor 34 is performed. A second guard process is performed on the corrected target control torque Tvbta of the compressor 34 so as to be a value within the torque fluctuation range estimated to be achievable.

  Even in the second guard process of the target control torque Tvbta, the torque fluctuation range estimated to be achieved by the torque control of the compressor 34 is variably set based on the operating state of the compressor 34 such as the outside air temperature.

  The target control torque Tvbta of the compressor 34 after the second guard processing is processed by the second low-pass filter processing block 270 with the second low-pass filter, whereby the target control torque Tvbct of the compressor 34 as seen from the wheel driving torque is obtained. Calculated.

  Even in the second low-pass filter processing of the target control torque Tvbta, the cut-off frequency fc2 is variable according to the operating state of the compressor 34 so as to become a value corresponding to the response of the compressor 34 with respect to torque increase / decrease control. Is set.

  The target control torque Tvbct of the compressor 34 is added to the target control torque Tvbet of the engine 14 by the adder 272. The adder 274 subtracts the sum of the target control torque Tvbet of the engine 14 and the target control torque Tvbct of the compressor 34 from the basic target drive torque Tvbt, thereby calculating the target control torque Tvbat of the alternator 36 in terms of the wheel drive torque. The

  Thus, according to the third embodiment shown in the figure, the basic target drive torque Tvbt becomes the target control torque Tvbet of the engine 14 in the same manner as the distribution of the target drive torque Tvt of the vehicle in the first embodiment described above. The target control torque Tvbct of the compressor 34 and the target control torque Tvbat of the alternator 36 are distributed. The disturbance compensation target drive torque Tvmt is distributed to the target control torque Tvmet of the engine 14, the target control torque Tvmct of the compressor 34, and the target control torque Tvmat of the alternator 36 in the same manner as in the second embodiment described above. The

  In the same manner as in the case of the first embodiment, the engine is controlled based on the target control torques Tvbet and Tvmet of the engine 14, the target control torques Tvbct and Tvmct of the compressor 34, and the target control torques Tvbat and Tvmat of the alternator 36. The final target output torque Tett of the engine 14, the final target consumption torque Tctt of the compressor 34, and the final target consumption torque Tatt of the alternator 36 are calculated.

  Accordingly, a component having a frequency equal to or lower than the cutoff frequency fc1 of the first low-pass filter in the basic target driving torque Tvbt is distributed to the engine 14 as the target control torque Tvmet, and is higher than the cutoff frequency fc1 in the basic target driving torque Tvbt. A component having a frequency equal to or lower than the cutoff frequency fc2 of the second low-pass filter is distributed to the compressor 34 as the target control torque Tvmct, and a component having a frequency higher than the cutoff frequency fc2 in the basic target driving torque Tvbt is used as the target control torque Tvmat. 36 can be distributed.

  Further, a component having a frequency equal to or lower than the cutoff frequency fc1 of the first low-pass filter in the vehicle disturbance compensation target drive torque Tvmt is distributed to the engine 14 as the target control torque Tvmet, and the cutoff frequency fc1 of the vehicle disturbance compensation target drive torque Tvmt. The component of the frequency higher than the cutoff frequency fc2 of the second low-pass filter is distributed to the compressor 34 as the target control torque Tvmct, and the component of the higher frequency than the cutoff frequency fc2 of the vehicle disturbance compensation target drive torque Tvmt is distributed. The target control torque Tvmat can be distributed to the alternator 36.

  Therefore, the low-frequency component of the basic target drive torque Tvbt and the vehicle disturbance compensation target drive torque Tvmt is achieved by controlling the output torque of the engine 14 having the lowest response to torque increase / decrease control, and the basic target drive torque Tvbt and the vehicle The high frequency component of the disturbance compensation target drive torque Tvmt is achieved by controlling the consumption torque of the alternator 36 having the highest responsiveness for torque increase / decrease control, and the basic target drive torque Tvbt and the vehicle disturbance compensation target drive torque Tvmt. The intermediate frequency component can be achieved by controlling the torque consumption of the compressor 34 that is higher in response to torque increase / decrease control than the engine 14 and lower than the alternator 36.

  Therefore, according to the third embodiment, even in a situation where the basic target drive torque Tvbt and / or the disturbance compensation target drive torque Tvmt changes at a high rate of change, the case of the first and second embodiments described above. Similarly, the output torque of the engine 14, the consumption torque of the compressor 34, and the consumption torque of the alternator 36 can be optimally controlled, thereby effectively controlling the vehicle target drive torque to the vehicle target drive torque Tvt. be able to.

  Further, according to the third embodiment, the low frequency components of the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are not distributed to the compressor 34, and the basic target drive torque Tvbt and the disturbance compensation target drive torque are supplied to the alternator 36. Components other than the high frequency component of Tvmt are not distributed. Therefore, the target control torque Tct of the compressor 34 and the target control torque Tat of the alternator 36 are compared with the case where components other than the above of the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are distributed to the compressor 34 and the alternator 36. The size can be reduced. Accordingly, the consumed torque of the compressor 34 and the alternator 36 due to the target control torque is greatly changed, and the possibility that the functions of the compressor 34 and the alternator 36 are greatly hindered due to the great change of the operating state of the compressor 34 and the alternator 36 is surely reduced. be able to.

  In particular, according to the third embodiment, since both the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt are distributed, only the disturbance compensation target drive torque Tvmt is distributed to the engine 14, the compressor 34, and the alternator 36. Compared to the case of the second embodiment, the vehicle drive torque can be effectively controlled to the vehicle target drive torque Tvt for both the basic target drive torque Tvbt and the disturbance compensation target drive torque Tvmt.

  It should be noted that a high-pass filter can be used when distributing the target drive torque to the engine 14, the compressor 34, and the alternator 36 so that a component having a lower frequency is distributed as the response of the torque increase / decrease control is lower. For example, FIGS. 8 to 10 are block diagrams showing signal processing in a distribution calculation block in which a high-pass filter is used as a comparative example of the first to third embodiments.

  As shown in FIGS. 8 to 10, the high-pass filter process is performed with priority on the high-pass filter having a high cutoff frequency, so that the torque responsiveness of the torque increase / decrease control is highest, that is, the alternator 36, the compressor 34, The target drive torque may be distributed in the order of the engine 14.

  However, in those cases, the guard process for ensuring that the torque increase / decrease range of the engine 14 and the compressor 34 is within those possible ranges is reverse to the distribution order after the guard process, that is, the engine 14, the compressor Must be performed in the order of 34. Further, when the torque increase / decrease range of the engine 14 and / or the compressor 34 exceeds those possible ranges, the target control torque of the compressor 34 and / or the alternator 36 must be corrected by the excess amount.

  In FIG. 8, ΔTvet is a deviation between the target drive torque Tvet of the engine 14 before the first guard process and the target drive torque Tvet of the engine 14 after the first guard process. Similarly, ΔTvmct is a deviation between the target drive torque Tvct of the compressor 34 before the second guard process and the target drive torque Tvct of the compressor 34 after the second guard process.

  In FIG. 9, ΔTvmet is the deviation between the disturbance compensation target drive torque Tvmet of the engine 14 before the first guard process and the disturbance compensation target drive torque Tvmet of the engine 14 after the first guard process. Similarly, ΔTvmct is a deviation between the disturbance compensation target drive torque Tvmct of the compressor 34 before the second guard process and the disturbance compensation target drive torque Tvmct of the compressor 34 after the second guard process.

  In FIG. 10, ΔTvbet is a deviation between the basic target drive torque Tvbet of the engine 14 before the first guard process and the basic target drive torque Tvbet of the engine 14 after the first guard process. Similarly, ΔTvbct is a deviation between the basic target drive torque Tvbct of the compressor 34 before the second guard process and the basic target drive torque Tvbct of the compressor 34 after the second guard process.

  On the other hand, according to each of the above-described embodiments, the first and second low-pass filter processes give priority to the distribution of the component with the low frequency of the target drive torque, so that the response of the torque increase / decrease control is the lowest, that is, The target drive torque is distributed in the order of the engine 14, the compressor 34, and the alternator 36. Further, since the guard process for the torque increase / decrease range of the engine 14 and the compressor 34 may be the same as the order of the guard process, the low-pass filter process and the guard process are performed before and after each of the engine 14 and the compressor 34.

  Therefore, the target control torques of the engine 14, the compressor 34, and the alternator 36 can be calculated simply and efficiently compared to the case where the target drive torque is distributed by the high-pass filter process.

  Further, according to each of the above-described embodiments, the disturbance compensation target drive torque Tvmt is the wheel drive torque necessary for suppressing the influence of the cornering drag on the vehicle and the wheel drive torque required for the pitch damping control for suppressing the pitching of the vehicle. Is calculated as the sum of Therefore, the influence of the cornering drag on the vehicle can be effectively suppressed, and the pitching of the vehicle can be effectively suppressed.

  Further, according to each of the above-described embodiments, when the target drive torque Tvt of the vehicle exceeds the torque fluctuation range that can be achieved by the torque control of the engine 14, it is estimated that the vehicle can be achieved by the torque control of the engine 14. The first guard process is performed on the target drive torque Tvt of the vehicle so that the value is within the torque fluctuation range. Then, the target drive torque Tvt of the vehicle after the guard process is processed by the first low-pass filter, thereby calculating the target control torque Tvet of the engine 14 as seen from the wheel drive torque.

  Accordingly, even when the target drive torque Tvt of the vehicle exceeds the torque fluctuation range estimated to be achievable by the torque control of the engine 14, the torque fluctuation achievable by the torque control of the engine 14 becomes the target control torque Tvet of the engine 14. The possibility of a value exceeding the range can be reliably reduced.

  Further, according to the above-described embodiments, in the first guard process, the torque fluctuation range estimated to be achievable by the torque control of the engine 14 is variably set based on the engine speed Ne. Therefore, for example, the target control torque Tvet of the engine 14 can be achieved by the torque control of the engine 14 as compared with the case where the first guard process is performed based on a constant torque fluctuation range regardless of the engine speed Ne. The possibility of a value exceeding the range can be effectively reduced, and the possibility that the target control torque Tvet of the engine 14 is unnecessarily excessively guarded can be reliably reduced.

  Further, according to the above-described embodiments, when the corrected target drive torque Tvta of the vehicle exceeds the torque fluctuation range estimated to be achievable by the torque control of the compressor 34, it can be achievable by the torque control of the compressor 34. A second guard process is performed on the corrected target drive torque Tvta of the vehicle so as to be a value within the estimated torque fluctuation range. Then, the target drive torque Tvta of the vehicle after the second guard process is processed by the second low-pass filter, thereby calculating the target control torque Tvct of the compressor 34 in terms of the wheel drive torque.

  Accordingly, the target control torque Tvct of the compressor 34 can be achieved by the torque control of the compressor 34 even when the corrected target drive torque Tvta of the vehicle exceeds the torque fluctuation range estimated to be achievable by the torque control of the compressor 34. Therefore, the possibility of a value exceeding the torque fluctuation range can be reliably reduced.

  Further, according to each of the above-described embodiments, in the second guard process, the torque fluctuation range estimated to be achieved by the torque control of the compressor 34 is variably set based on the operating state of the compressor 34 such as the outside air temperature. Is done. Therefore, for example, the target control torque Tvct of the compressor 34 can be achieved by the torque control of the compressor 34 as compared with the case where the second guard process is performed based on a constant torque fluctuation range regardless of the operation state of the compressor 34. It is possible to effectively reduce the possibility that the value exceeds the fluctuation range, and to reliably reduce the possibility that the target control torque Tvct of the compressor 34 is unnecessarily excessively guarded.

  The torque fluctuation range estimated to be achievable by torque control in the first or second guard processing may be set to a constant torque fluctuation range regardless of the engine speed Ne and the operating state of the compressor 34. .

  In each of the above-described embodiments, low-pass filter processing is performed after guard processing. For example, as shown in FIG. 11 as a modification of the first embodiment, In the example, the first guard processing may be performed after the first low-pass filter processing. Similarly, each embodiment may be modified so that the second guard process is performed after the second low-pass filter process.

  Further, according to each of the above-described embodiments, the cut-off frequency fc1 of the first low-pass filter is variably set according to the engine speed Ne so as to become a value corresponding to the response of the engine 14 with respect to the torque increase / decrease control. . Therefore, even if the responsiveness of the engine 14 with respect to the torque increase / decrease control changes with the change in the engine speed Ne, the first low-pass filter process can be appropriately performed according to the change in the responsiveness of the engine 14.

  Similarly, according to each of the above-described embodiments, the cutoff frequency fc2 of the second low-pass filter is variably set according to the operating state of the compressor 34 so as to have a value corresponding to the response of the compressor 34 with respect to torque increase / decrease control. Is done. Therefore, even if the response of the compressor 34 with respect to the torque increase / decrease control changes with a change in the operating condition such as the discharge capacity of the compressor 34, the second low-pass filter process is appropriately performed according to the change in the response of the compressor 34. It can be carried out.

  The cut-off frequency fc1 of the first low-pass filter may be set to a constant value regardless of the engine speed Ne, and the cut-off frequency fc2 of the second low-pass filter is also constant regardless of the operating state of the compressor 34. It may be set to a value.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described embodiments, the target drive torque Tvt of the vehicle is calculated as the wheel drive torque, and the target control torque Tvet of the engine 14 is converted by torque conversion from the wheel drive torque to a value seen from the engine output torque. Etc. are calculated as torque as seen from the engine output torque. However, the target drive torque Tvt of the vehicle and the like may also be corrected so that the torque conversion for the target control torque Tvet of the engine 14 is unnecessary by calculating the torque as seen from the output torque of the engine.

  In each of the above-described embodiments, the target control torque Tvet and the like of the engine 14 calculated by the distribution calculation block 130 and the like are converted by the torque conversion block 150 and the like into the target output torque Tet and the like as viewed from the engine output torque. The However, the conversion to the target output torque Tet or the like as seen from the engine output torque may be corrected so as to be performed after the addition / subtraction calculation by the adders 160, 200, and 220. In this case, the required consumption torque Tcreq of the compressor 34 and the required consumption torque Taeq of the alternator 36 are calculated as wheel drive torques by the required consumption torque calculation block 170 of the compressor and the required consumption torque calculation block 180 of the alternator, respectively.

  In each of the above-described embodiments, the disturbance compensation target drive torque Tvmt is the wheel drive torque necessary for suppressing the influence of the cornering drag on the vehicle and the wheel drive required for the pitch damping control for suppressing the vehicle pitching. Calculated as the sum of torque. However, the disturbance compensation target drive torque Tvmt may be an arbitrary target drive torque for coping with the disturbance of the vehicle and causing the vehicle to travel stably. For example, the wheel drive necessary for suppressing the influence of the cornering drag on the vehicle. Wheel driving torque necessary for pitch damping control that suppresses torque or vehicle pitching may be used.

  In each of the above-described embodiments, the target drive torque is always distributed to the compressor 34. For example, whether or not the target drive torque is distributed to the compressor 34 based on the operation status of the compressor 34 is determined. When the determination is appropriate and the determination is appropriate, the target drive torque is distributed to the compressor 34 as in the first to third embodiments, but when the determination is negative, the target drive torque is not distributed to the compressor 34. May be.

  In general, since the disturbance compensation target drive torque Tvmt is smaller than the basic target drive torque Tvbt, the first and second guard processes may be omitted in the second and third embodiments.

  DESCRIPTION OF SYMBOLS 10 ... Drive torque control device, 14 ... Engine, 20 ... Automatic transmission, 24 ... Differential, 32 ... Air conditioner, 34 ... Compressor, 36 ... Alternator, 40 ... Electronic control device, 44 ... Accelerator opening sensor, 48 ... Rotational speed Sensor

Claims (9)

  An engine and a plurality of auxiliary machines driven by the engine, the engine responsiveness with respect to torque increase / decrease control is lower than the torque responsiveness of the plurality of auxiliary machines, and the plurality of auxiliary elements with respect to torque increase / decrease control. The responsiveness of the machine is a vehicle drive torque control device having different responsiveness, the means for calculating the vehicle target drive torque, and distributing the vehicle target drive torque to the target control torque of the engine and the plurality of auxiliary machines. And a control means for controlling the output torque of the engine and the consumption torque of the plurality of auxiliary machines based on the corresponding target control torques, respectively. The target drive torque of the engine is calculated by processing the target drive torque with a low-pass filter, and the target drive torque of the vehicle The target drive torque of the vehicle after correction is calculated by subtracting the target control torque of the engine, and the target drive of the vehicle after correction is calculated by the second low-pass filter whose cutoff frequency is higher than that of the first low-pass filter. By processing the torque, the target control torque of the auxiliary machine having the lowest responsiveness with respect to the torque increase / decrease control is calculated, and the target control torque of the auxiliary machine having the lowest responsiveness than the corrected target drive torque of the vehicle is calculated. A vehicle drive torque control device that calculates a target control torque of another auxiliary machine based on the subtracted value.   2. The vehicle drive torque control device according to claim 1, wherein a cutoff frequency of the first low-pass filter is variably set in accordance with a rotational speed of the engine.   The control means limits the target drive torque of the vehicle to a value within the estimable range of increase / decrease of the engine torque when the target drive torque of the vehicle exceeds an estimateable range of torque increase / decrease of the engine. 3. The vehicle drive torque control device according to claim 1, wherein the target drive torque of the engine is calculated by processing the target drive torque of the engine by the first low-pass filter. 4. .   4. The vehicle drive according to claim 1, wherein a cutoff frequency of the second low-pass filter is variably set according to an operating state of the auxiliary machine having the lowest responsiveness. 5. Torque control device.   When the corrected target drive torque of the vehicle exceeds the estimable range of torque increase / decrease of the auxiliary device having the lowest responsiveness, the control means reduces the corrected target drive torque of the vehicle with the lowest responsiveness. Limiting the torque increase / decrease of the auxiliary machine to a value within the presumable range, and processing the limited target drive torque by the second low-pass filter to calculate the target control torque of the auxiliary machine having the lowest responsiveness The drive torque control device for a vehicle according to any one of claims 1 to 4.   The control means acquires information on the required consumption torque of each auxiliary machine, controls the output torque of the engine based on the sum of the target control torque of the engine and the required consumption torque of all auxiliary machines, and The vehicle drive according to any one of claims 1 to 5, wherein the consumption torque of each auxiliary machine is controlled based on a value obtained by subtracting the corresponding target control torque from the required consumption torque of the machine. Torque control device.   The means for calculating the target driving torque of the vehicle calculates the sum of the basic target driving torque based on the driving operation amount of the driver and the disturbance compensation target driving torque for dealing with the disturbance of the vehicle as the target driving torque of the vehicle. The drive torque control device for a vehicle according to any one of claims 1 to 6. The means for calculating the target driving torque of the vehicle calculates a basic target driving torque based on a driving operation amount of a driver and a disturbance compensation target driving torque for dealing with a disturbance of the vehicle as the target driving torque, and the control means Calculates the disturbance compensation target control torque of the engine by processing the disturbance compensation target drive torque with a first low-pass filter, and based on the basic target drive torque and the disturbance compensation target control torque, the engine target Calculate the control torque,
A second low-pass filter having a cutoff frequency higher than that of the first low-pass filter is calculated by calculating a corrected disturbance compensation target drive torque by subtracting the disturbance compensation target control torque of the engine from the disturbance compensation target drive torque. To calculate the target control torque of the auxiliary machine having the lowest responsiveness to the torque increase / decrease control by processing the disturbance compensation target drive torque after correction at
The target control torque of another auxiliary machine is calculated based on a value obtained by subtracting the target control torque of the engine and the target control torque of the auxiliary machine having the lowest response from the corrected disturbance compensation target driving torque. The drive torque control device for a vehicle according to any one of claims 1 to 6. The means for calculating the target driving torque of the vehicle calculates a basic target driving torque based on a driving operation amount of a driver and a disturbance compensation target driving torque for dealing with a disturbance of the vehicle as the target driving torque, and the control means Calculates the disturbance compensation target control torque of the engine by processing the disturbance compensation target drive torque with a first low-pass filter, and processes the basic target drive torque with a third low-pass filter. And calculating the target control torque of the engine based on the basic target drive torque of the engine and the disturbance compensation target control torque of the engine,
A second low-pass filter having a cutoff frequency higher than that of the first low-pass filter is calculated by calculating a corrected disturbance compensation target drive torque by subtracting the disturbance compensation target control torque of the engine from the disturbance compensation target drive torque. To calculate the disturbance compensation target control torque of the auxiliary machine having the lowest responsiveness with respect to the torque increase / decrease control by processing the corrected disturbance compensation target drive torque at the basic target drive torque. The corrected basic target drive torque is calculated by subtracting the control torque, and the corrected basic target drive torque is processed by a fourth low-pass filter whose cutoff frequency is higher than that of the second low-pass filter. To calculate the basic target control torque of the auxiliary machine having the lowest responsiveness with respect to the torque increase / decrease control. The responsiveness calculates a target control torque of the lowest accessory based on the basic target control torque of the disturbance compensation target control torque and the response of the responsive lowest accessory lowest accessory,
Based on a value obtained by subtracting the disturbance compensation target control torque of the engine and the disturbance compensation target control torque of the auxiliary machine having the lowest responsiveness from the corrected disturbance compensation target drive torque, the disturbance compensation target control torque of another auxiliary machine And the basic target control of the other auxiliary machine based on the value obtained by subtracting the basic target control torque of the engine and the basic target control torque of the auxiliary machine having the lowest responsiveness from the corrected basic target driving torque. A torque is calculated, and a target control torque of the other auxiliary machine is calculated based on a disturbance compensation target control torque of the other auxiliary machine and a basic target control torque of the other auxiliary machine. The drive torque control device for a vehicle according to any one of 6.

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