JP4872931B2 - Torque control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle torque control device capable of simultaneously controlling drive torque and braking torque of a vehicle.

  In recent years, as a technique for ensuring the running stability of a vehicle, a technique for individually controlling driving torque and braking torque acting on each wheel has become widespread. For example, control technologies such as VSC (Vehicle Stability Control) for suppressing side slip of a vehicle and TRC (Traction Control) for preventing idling of a driving wheel are widely used.

  In relation to such a control technique, Patent Document 1 discloses that when the actual yaw rate during turning of the vehicle is smaller than a target yaw rate, a braking torque is applied to the inner wheel on the inner side of the turning, while the increase amount of the braking torque is There has been proposed a vehicle yawing control device that suppresses a decrease in vehicle speed by increasing the drive torque by the same amount by electric motor control.

Further, in Patent Document 2, when both braking force and driving force are applied to a vehicle, when the braking force is reduced, the driving force is reduced accordingly, thereby keeping the acceleration constant. Such a vehicle control device has been proposed.
Japanese Patent Laid-Open No. 11-59362 JP 2006-123762 A

  By the way, the response of the generation of the braking torque of the vehicle depends on the response of the actuator of the brake device. On the other hand, the responsiveness of the generation of the drive torque of the vehicle depends on the responsiveness of the drive source of the vehicle. When the drive source is an engine, the responsiveness of the generation of the drive torque is generally slower than that of the electric motor.

  For this reason, when the vehicle drive source is an electric motor having a fast response, the response of the braking torque generation is slower than the response of the drive torque generation, and the vehicle drive source is an engine with a slow response. In some cases, the response of the generation of the driving torque may be slower than the response of the generation of the braking torque.

  Due to such technical background, in the control technologies described in Patent Documents 1 and 2, including the above-described VSC (Vehicle Stability Control) and TRC (Traction Control) control technologies, either braking torque or driving torque is used. As a result of the delay in the occurrence of this, there is a problem that a delay occurs in the original control for ensuring the running stability of the vehicle.

  Therefore, an object of the present invention is to provide a vehicle torque control device capable of generating both driving torque and braking torque with fast responsiveness.

  The vehicle torque control apparatus according to the present invention is a vehicle torque control apparatus capable of simultaneously controlling the drive torque and the braking torque for a vehicle in which the response of the generation of the drive torque and the response of the generation of the braking torque are different. In addition, a responsiveness improvement control unit is provided for accelerating the responsiveness of one of the driving torques and the braking torques that is normally slow in responsiveness. Prior to the necessary time, one torque and the other torque are simultaneously generated in advance so as to maintain the current torque of the vehicle, and when one torque is necessary, the other torque is reduced and one torque is quickly responsive. It is comprised so that it may generate | occur | produce.

  In the vehicle torque control device according to the present invention, the responsiveness improvement control unit maintains the current torque of the vehicle prior to the necessity of one of the drive torque and the braking torque that is normally slow in response. One torque and the other torque are generated simultaneously in advance. When one of the torques is necessary, the responsiveness improvement control unit reduces the other torque and generates one torque with fast responsiveness.

  In the vehicle torque control device according to the present invention, when one of the torques that is slow in response is normally a braking torque and the other torque is a driving torque, when the braking torque is necessary, the response improvement control unit Generate braking torque with fast response.

  On the other hand, in the vehicle torque control device according to the present invention, when one of the torques, which is normally slow in responsiveness, is the driving torque and the other torque is the braking torque, the responsiveness improvement control is performed when the driving torque is necessary. The part generates drive torque with fast response.

  According to the vehicle torque control device of the present invention, when one of the driving torque and the braking torque, which is normally slow in response, is required, the responsiveness improvement control unit increases one of the torques with high responsiveness. Therefore, both the driving torque and the braking torque can be generated with a quick response.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best embodiment of a vehicle torque control device according to the present invention will be described below with reference to the drawings. Here, in the drawings to be referred to, FIG. 1 is a functional block diagram showing a configuration of the vehicle torque control device according to the first embodiment, and FIG. 2 shows a procedure of processing executed by the responsiveness improvement ECU shown in FIG. It is a flowchart.

  The vehicle torque control device according to the first embodiment is applied to a vehicle (not shown). This vehicle is equipped with a responsive driving electric motor as a drive source for generating drive torque, and equipped with a hydraulic brake device having a pump-up hydraulic brake actuator as a brake device for generating braking torque. Normally, the response of the braking torque is slower than the response of the drive torque.

  With such a vehicle as a control target, the vehicle torque control apparatus according to the first embodiment normally has a slower response than the drive torque by simultaneously controlling the electric motor for driving the vehicle and the hydraulic brake actuator. Control is performed to speed up the response of the braking torque. For this reason, in the vehicle torque control apparatus according to the first embodiment, a responsiveness improvement ECU (Electronic Control Unit) 10 shown in FIG. 1 is provided as a responsiveness improvement control unit.

  The response enhancement ECU 10 receives a detection signal of a lateral acceleration Gy acting on the vehicle from a lateral acceleration sensor 11 mounted on the vehicle. This responsiveness improvement ECU 10 is provided with a brake ECU (Electronic Control Unit) 12, a motor ECU (Electronic Control Unit) 13 and a VSC (Vehicle) equipped with a predetermined control signal corresponding to the input detection signal of the lateral acceleration Gy. Stability Control) / ECU (Electronic Control Unit) 14 respectively outputs the vehicle to prevent the vehicle from rolling over.

  The brake ECU 12 controls the operation of each hydraulic brake actuator corresponding to each wheel of the hydraulic brake device so that braking torque is individually applied to each front, rear, left, and right wheels of the vehicle (not shown). On the other hand, the motor ECU 13 controls the operation of the electric motor for traveling so that the driving torque of the vehicle (not shown) is appropriately increased or decreased.

  The VSC / ECU 14 outputs a predetermined control signal to the brake ECU 12 and the motor ECU 13 so as to suppress a sudden slip operation of the vehicle or a side slip that occurs on a slippery road surface.

  The responsiveness improving ECU 10, the brake ECU 12, the motor ECU 13 and the VSC / ECU 14 are respectively an input / output interface I / O, an A / D converter, a ROM (Read Only Memory) storing programs and data, and a RAM temporarily storing input data. (Random Access Memory), and a microcomputer including a CPU (Central Processing Unit) for executing a program as hardware.

  Here, in the responsiveness improvement ECU 10, a lateral acceleration acquisition unit 10A, a torque coordination addition control unit 10B, and a drive torque reduction control unit 10C are configured by software.

  A detection signal of the lateral acceleration Gy of the vehicle is input from the lateral acceleration sensor 11 to the lateral acceleration acquisition unit 10A. The lateral acceleration acquisition unit 10A outputs the input lateral acceleration Gy detection signal to the torque coordination addition control unit 10B, the drive torque reduction control unit 10C, and the VSC / ECU 14.

  When the lateral acceleration Gy rises above a predetermined threshold (for example, 0.7 G) set in advance based on the detection signal of the lateral acceleration Gy input from the lateral acceleration acquisition unit 10A, the torque coordination addition control unit 10B By outputting predetermined control signals to the ECU 12 and the motor ECU 13, respectively, torque cooperation addition control for cooperatively adding braking torque and driving torque to the vehicle in advance is started.

  That is, the torque coordination addition control unit 10B generates a braking torque necessary for preventing the vehicle from overturning in the hydraulic brake device in advance under the control of the brake ECU 12, and at the same time, cancels the braking torque to drive the current driving of the vehicle. A driving torque necessary to maintain the torque is generated in the traveling electric motor under the control of the motor ECU 13.

  When the lateral acceleration Gy falls below a predetermined return threshold (for example, 0.5 G), the torque coordination addition control unit 10B stops outputting control signals to the brake ECU 12 and the motor ECU 13 and adds torque coordination. End control.

  When the lateral acceleration Gy rises above a predetermined control start threshold (for example, 0.8 G) set in advance based on the detection signal of the lateral acceleration Gy input from the lateral acceleration acquisition unit 10A, the drive torque reduction control unit 10C By outputting a predetermined control signal to the motor ECU 13, drive torque reduction control for quickly reducing the drive torque of the vehicle is started.

  That is, the drive torque reduction control unit 10C causes the motor ECU 13 to stop the traveling electric motor and promptly reduce the drive torque of the vehicle to near zero in order to cause the braking torque necessary for preventing the vehicle to roll over. .

  When the lateral acceleration Gy drops below a predetermined control end threshold value (for example, 0.6 G), the drive torque reduction control unit 10C stops outputting the control signal to the motor ECU 13 and performs drive torque reduction control. The driving torque is restored and raised to the value before the reduction control.

  When the lateral acceleration Gy rises above a predetermined threshold (for example, 0.8 G) based on the detection signal of the lateral acceleration Gy input from the lateral acceleration acquisition unit 10A, the VSC / ECU 14 controls the brake ECU 12 and the motor ECU 13 to perform predetermined control. Control is performed to suppress the side slip of the vehicle by outputting each signal.

  Here, in the responsiveness improvement ECU 10 shown in FIG. 1, the lateral acceleration acquisition unit 10A acquires and monitors the lateral acceleration Gy every calculation cycle, and the responsiveness improvement ECU 10 corresponds to the change in the lateral acceleration Gy. Performs a series of processes. Hereinafter, a series of processing procedures executed by the responsiveness improvement ECU 10 will be sequentially described with reference to the flowchart shown in FIG.

  First, in step S1A, based on the detection signal of the lateral acceleration Gy input from the lateral acceleration acquisition unit 10A by the torque cooperative addition control unit 10B, the lateral acceleration Gy increases to a preset threshold (for example, 0.7 G) or more. Determine whether or not.

  The determination in step S1A is repeated until YES, and when the determination result is YES, in the next step S1B, the torque coordination addition control unit 10B outputs predetermined control signals to the brake ECU 12 and the motor ECU 13, respectively, and torque coordination addition control. To start.

  When this torque cooperative addition control is started, as shown in FIG. 3, the braking torque necessary for preventing the vehicle from overturning and the current driving torque of the vehicle are maintained by offsetting the braking torque. Necessary driving torque is generated in the vehicle. As a result, the torque of the vehicle is maintained at the current driving torque.

  Thereafter, in step S1C, the torque coordination addition control unit 10B determines whether or not the lateral acceleration Gy has decreased to a predetermined return threshold value (for example, 0.5 G) or less. If the determination result is YES, the torque coordination addition control unit 10B stops outputting the control signals to the brake ECU 12 and the motor ECU 13 in step S1D, ends the torque coordination addition control, and then returns.

  On the other hand, if the determination result in step S1C is NO, control in which the lateral acceleration Gy is set in advance based on the detection signal of the lateral acceleration Gy input from the lateral acceleration acquisition unit 10A by the driving torque reduction control unit 10C in step S1E. It is determined whether or not the value has risen to a start threshold (for example, 0.8 G) or more.

  If the decision result in the step S1E is NO, the process returns to the step S1C. If YES, the drive torque reduction control unit 10C outputs a predetermined control signal to the motor ECU 13 in the following step S1F to start the drive torque reduction control.

  When this drive torque reduction control is started, as shown in FIG. 3, the drive torque of the vehicle is quickly reduced to near zero. As a result, the braking torque necessary to prevent the vehicle from rolling over appears as “execution braking torque”. This “execution braking torque” is faster than the “ordinary braking torque” (see the two-dot chain line graph in FIG. 3) generated when the hydraulic brake device is operated by independent control of the brake ECU 12. Will occur promptly.

  In the next step S1G, the drive torque reduction control unit 10C determines whether or not the lateral acceleration Gy has fallen below a predetermined control end threshold value (for example, 0.6 G). This determination is repeated until YES, and when the determination result is YES, the drive torque reduction control unit 10C stops outputting the control signal to the motor ECU 13 in step S1H and ends the drive torque reduction control.

  When the drive torque reduction control ends, as shown in FIG. 3, the drive torque of the vehicle returns to the value before the drive torque reduction control and rises. As a result, the driving torque of the vehicle is maintained at the current driving torque before the driving torque reduction control.

  Thereafter, returning to step S1C, when the lateral acceleration Gy falls below a predetermined return threshold value (for example, 0.5 G), torque cooperation addition control is terminated in step S1D, and then the process returns.

  As described above, in the vehicle torque control apparatus according to the first embodiment, the torque responsive addition of the responsiveness improving ECU 10 is added prior to the necessity of the braking torque that is normally slow in responsiveness among the driving torque and the braking torque. The control unit 10B generates braking torque and driving torque simultaneously in advance so as to maintain the current torque of the vehicle. When the braking torque is necessary, the driving torque reduction control unit 10C of the responsiveness improving ECU 10 quickly reduces the driving torque and promptly generates the braking torque with fast responsiveness.

  Therefore, according to the vehicle torque control apparatus of the first embodiment, both the driving torque and the braking torque can be generated with fast responsiveness, and the control for preventing the vehicle from slipping or overturning by the VSC / ECU 14. This delay can be eliminated.

  Next, a vehicle torque control apparatus according to the second embodiment will be described with reference to FIGS. The vehicle torque control apparatus according to the second embodiment is applied to a vehicle in which the response of generating the drive torque is slower than the response of generating the braking torque. In other words, the present invention is applied to a vehicle equipped with a hydraulic brake device having a pump-up type hydraulic brake actuator as a brake device that is equipped with a slow-responsive gasoline engine as a drive source that generates drive torque and generates braking torque.

  With such a vehicle as a control target, the vehicle torque control apparatus according to the second embodiment controls the gasoline engine and the hydraulic brake actuator of the vehicle at the same time, so that a drive torque that is usually slower in response than the braking torque is generated. Control to speed up the response. For this reason, in the vehicle torque control apparatus of the second embodiment, a responsiveness improvement ECU (Electronic Control Unit) 20 shown in FIG. 4 is provided as a responsiveness improvement control unit.

  The response speed improving ECU 20 receives detection signals of the wheel speed Vw and the vehicle speed V from the wheel speed sensor 21 and the vehicle speed sensor 22 mounted on the vehicle, respectively. The responsiveness improvement ECU 20 sends predetermined control signals to an engine ECU (Electronic Control Unit) 23, a brake ECU (Electronic Control Unit) 24, and a TRC (Traction Control) / ECU (Electronic Control Unit) 25 mounted on the vehicle. By outputting, the reacceleration of the vehicle after the idling prevention control of the driving wheel by the TRC is promptly executed.

  The engine ECU 23 controls the operation of the gasoline engine so that the driving torque of a vehicle (not shown) is appropriately increased or decreased. On the other hand, the brake ECU 24 controls the operation of each hydraulic brake actuator corresponding to each wheel of the hydraulic brake device so that braking torque is individually applied to each front, rear, left, and right wheels of the vehicle (not shown).

  The TRC / ECU 25 outputs a predetermined control signal to the engine ECU 23 and the brake ECU 24 so as to prevent idling of the drive wheels that occurs when the vehicle starts or accelerates on a slippery road surface or the like.

  The responsiveness improving ECU 20, the engine ECU 23, the brake ECU 24 and the TRC / ECU 25 are respectively an input / output interface I / O, an A / D converter, a ROM (Read Only Memory) storing programs and data, and a RAM temporarily storing input data and the like. (Random Access Memory), and a microcomputer including a CPU (Central Processing Unit) for executing a program as hardware.

  Here, in the responsiveness improvement ECU 20, a slip amount calculation unit 20A, a torque coordination addition control unit 20B, and a braking torque reduction control unit 20C are configured by software.

  A detection signal of the wheel speed Vw of the driving wheel is input from the wheel speed sensor 21 to the slip amount calculation unit 20A, and a detection signal of the vehicle speed V of the vehicle is input from the vehicle speed sensor 22. The slip amount calculation unit 20A calculates the slip amount S of the drive wheel based on the input detection signals of the wheel speed Vw and the vehicle speed V, and uses the slip coordination S signal as a torque coordination addition control unit 20B and braking torque reduction. It outputs to control part 20C and TRC / ECU 25, respectively.

  When the slip amount S decreases to a predetermined advance threshold (for example, 3 km / h) or less based on the signal of the slip amount S input from the slip amount calculation unit 20A, the torque coordination addition control unit 20B determines that the engine ECU 23 And by outputting a predetermined control signal to the brake ECU 24, torque cooperative addition control is started for cooperatively adding driving torque and braking torque to the vehicle in advance.

  In other words, the torque coordination addition control unit 20B causes the gasoline engine to generate in advance the driving torque necessary for reacceleration of the vehicle after the idling prevention control of the driving wheel by the TRC / ECU 25 under the control of the engine ECU 23. A braking torque necessary to cancel the torque and maintain the current driving torque of the vehicle is generated in the hydraulic brake device under the control of the brake ECU 24.

  When the slip amount S rises above a predetermined return threshold (for example, 7 km / h), the torque coordination addition control unit 20B stops outputting control signals to the engine ECU 23 and the brake ECU 24 and adds torque coordination. End control.

  When the slip amount S decreases below a predetermined control start threshold (for example, 1 km / h) based on the signal of the slip amount S input from the slip amount calculation unit 20A, the braking torque reduction control unit 20C By outputting a predetermined control signal to the ECU 24, braking torque reduction control for quickly reducing the braking torque of the vehicle is started.

  That is, the braking torque reduction control unit 20C causes the brake ECU 24 to stop the operation of the hydraulic brake device so that the driving torque necessary for reacceleration of the vehicle appears, and quickly reduces the braking torque of the vehicle to near zero.

  When the slip amount S increases to a predetermined control end threshold value (for example, 5 km / h) or more, the braking torque reduction control unit 20C stops the output of the control signal to the brake ECU 24 and performs the braking torque reduction control. The braking torque is restored and raised to the value before the reduction control.

  When the slip amount S rises above a predetermined threshold (for example, 8 km / h) based on the signal of the slip amount S input from the slip amount calculation unit 20A, the TRC / ECU 25 sends a predetermined control signal to the engine ECU 23 and the brake ECU 24. Are respectively output to execute control for preventing idling of the drive wheels.

  Here, in the responsiveness improving ECU 20 shown in FIG. 4, the slip amount calculating unit 20A calculates the slip amount S of the driving wheel for each calculation cycle, and the responsiveness improving ECU 20 according to the change of the slip amount S. Performs a series of processes. Hereinafter, a series of processing procedures executed by the responsiveness improvement ECU 20 will be sequentially described along the flowchart shown in FIG.

  First, in step S2A, based on the signal of the slip amount S input from the slip amount calculation unit 20A by the torque cooperative addition control unit 20B, the slip amount S has decreased to a preset threshold value (for example, 3 km / h) or less. It is determined whether or not.

  The determination in step S2A is repeated until YES, and when the determination result is YES, in the next step S2B, the torque coordination addition control unit 20B outputs predetermined control signals to the engine ECU 23 and the brake ECU 24, respectively, and torque coordination addition control. To start.

  When this torque coordination addition control is started, as shown in FIG. 6, the driving torque necessary for reacceleration of the vehicle after the anti-rotation control of the driving wheel by the TRC / ECU 25 is canceled with this driving torque. The braking torque necessary to maintain the current driving torque of the vehicle is generated in the vehicle. As a result, the torque of the vehicle is maintained at the current driving torque.

  Thereafter, in step S2C, the torque coordination addition control unit 20B determines whether or not the slip amount S has increased to a predetermined return threshold (for example, 7 km / h) or more. If this determination result is YES, in step S2D, the torque coordination addition control unit 20B stops outputting control signals to the engine ECU 23 and the brake ECU 24, ends the torque coordination addition control, and then returns.

  On the other hand, if the determination result in step S2C is NO, the braking torque reduction control unit 20C starts control in which the slip amount S is preset based on the signal of the slip amount S input from the slip amount calculation unit 20A in step S2E. It is determined whether or not the threshold has been reduced to a value (for example, 1 km / h) or less.

  If the decision result in the step S2E is NO, the process returns to the step S2C. If YES, the brake torque reduction control unit 20C outputs a predetermined control signal to the brake ECU 24 and starts the brake torque reduction control in a succeeding step S2F.

  When this braking torque reduction control is started, the braking torque of the vehicle is quickly reduced to near zero as shown in FIG. As a result, the drive torque required when the vehicle is reaccelerated after the anti-slip control of the drive wheels by the TRC / ECU 25 appears as “execution drive torque”. This “execution drive torque” is faster than the “normal drive torque” (see the two-dot chain line graph in FIG. 6) generated when the gasoline engine speed is increased by independent control of the engine ECU 23. It occurs quickly with responsiveness.

  In the next step S2G, the braking torque reduction control unit 20C determines whether or not the slip amount S has increased to a predetermined control end threshold (for example, 5 km / h) or more. This determination is repeated until YES is obtained. When the determination result is YES, the braking torque reduction control unit 20C stops outputting the control signal to the brake ECU 24 in step S2H and ends the braking torque reduction control.

  When the braking torque reduction control ends, as shown in FIG. 6, the driving torque of the vehicle returns to the value before the braking torque reduction control and increases. As a result, the driving torque of the vehicle is maintained at the current driving torque before the braking torque reduction control.

  Thereafter, returning to step S2C, when the slip amount S rises to a predetermined return threshold (for example, 7 km / h) or more, the torque cooperative addition control is terminated in step S2D, and then the process returns.

  As described above, in the vehicle torque control apparatus according to the second embodiment, the torque responsive addition of the responsiveness improving ECU 20 is performed prior to the necessity of the driving torque that is normally generated with slow responsiveness among the driving torque and the braking torque. The controller 20B simultaneously generates driving torque and braking torque in advance so as to maintain the current torque of the vehicle. When the driving torque is necessary, the braking torque reduction control unit 20C of the responsiveness improving ECU 20 quickly reduces the braking torque and promptly generates the driving torque with fast responsiveness.

  Therefore, according to the vehicle torque control apparatus of the second embodiment, both the driving torque and the braking torque can be generated with a quick response, and of course the control delay of the anti-spinning control of the driving wheel by the TRC / ECU 25 is of course. That is, the control delay when the vehicle is re-accelerated after that can be eliminated.

  The vehicle torque control device according to the present invention is not limited to the first embodiment or the second embodiment described above. For example, the prior threshold value, the return threshold value, the control start threshold value, and the control end threshold value of the lateral acceleration Gy in the first embodiment can be changed to appropriate values. Similarly, the pre-threshold value, return threshold value, control start threshold value, and control end threshold value of the slip amount S in the second embodiment can be changed to appropriate values.

  Further, the responsiveness improvement ECU 10 of the first embodiment is not limited to the use for preventing the vehicle from overturning, but includes VSC (Vehicle Stability Control), TRC (Traction Control), ABS (Anti lock Brake System) EBD (Electronic Brakeforce Distribution). It is applicable to uses such as front / rear braking force distribution control.

  Similarly, the responsiveness improvement ECU 20 of the second embodiment is not limited to the use of re-acceleration of the vehicle after the idling prevention control of the drive wheel by TRC (Traction Control), but also VSC (Vehicle Stability Control), vehicle rollover prevention control, It is applicable to applications such as front / rear braking force distribution control.

  In the second embodiment, the driving source of the vehicle that generates the driving torque is not limited to the gasoline engine, but may be a diesel engine. Furthermore, the brake device that generates the braking torque in the second embodiment is not limited to the pump-up type, but may be an accumulator type.

It is a functional block diagram which shows the structure of the torque control apparatus for vehicles which concerns on 1st Embodiment of this invention. It is a flowchart which shows an example of the process sequence which responsiveness improvement ECU shown in FIG. 1 performs. It is a graph which shows the time change of the driving torque and braking torque according to the process of the responsiveness improvement ECU shown in FIG. It is a functional block diagram which shows the structure of the torque control apparatus for vehicles which concerns on 2nd Embodiment of this invention. It is a flowchart which shows an example of the process sequence which responsiveness improvement ECU shown in FIG. 4 performs. It is a graph which shows the time change of the driving torque and braking torque according to the process of the responsiveness improvement ECU shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Response improvement ECU, 10A ... Lateral acceleration acquisition part, 10B ... Torque cooperation addition control part, 10C ... Drive torque reduction control part, 11 ... Lateral acceleration sensor, 12 ... Brake ECU, 13 ... Motor ECU, 14 ... VSC / ECU, 20 ... responsive improvement ECU, 20A ... slip amount calculation unit, 20B ... torque coordination addition control unit, 20C ... braking torque reduction control unit, 21 ... wheel speed sensor, 22 ... vehicle speed sensor, 23 ... engine ECU, 24 ... Brake ECU, 25 ... TRC / ECU.

Claims (3)

A vehicle torque control device capable of simultaneously controlling the drive torque and the braking torque, with a vehicle having a different response of the generation of the driving torque and a response of the generation of the braking torque as a control target,
A responsiveness improvement control unit for accelerating the responsiveness of one of the driving torque and the braking torque that is normally slow in responsiveness,
The responsiveness improvement control unit generates the one torque and the other torque in advance so as to maintain the current torque of the vehicle prior to the necessity of the one torque, and when the one torque is necessary, A vehicle torque control device configured to reduce the other torque and generate one torque with fast response.   2. The vehicle torque control device according to claim 1, wherein the one torque is a braking torque, and the other torque is a driving torque.   2. The vehicle torque control device according to claim 1, wherein the one torque is a driving torque and the other torque is a braking torque.

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