JP5152014B2 - Vehicle drive torque control device - Google Patents

Description

  The present invention relates to a drive torque control device for a vehicle, and more particularly, to drive a vehicle including an engine that generates a drive torque and an auxiliary device that cannot generate the drive torque and is driven by the drive torque of the engine. The present invention relates to a torque control device.

  In a vehicle such as an automobile equipped with a hybrid system including an engine and a motor generator, by controlling the motor generator as an engine load according to vibrations such as pitching vibration that makes the vehicle behavior unstable, A drive torque control device that controls the drive torque of a vehicle so as to suppress vibration that makes vehicle behavior unstable is already known, and is described in, for example, Patent Document 1 below.

JP 2006-60936 A JP 2007-9885 A

[Problems to be Solved by the Invention]
According to the conventional drive torque control device described in the above-mentioned publication, the vehicle behavior is reduced as compared with the case where the motor generator is not controlled as the engine load in response to the vibration that makes the vehicle behavior unstable. Stable vibration can be suppressed.

  However, a motor vehicle generator is not a hybrid system, and there is no motor generator in a general vehicle that does not have a means for generating vehicle drive torque other than the engine. Therefore, in the case of a general vehicle that does not have a motor generator, the drive torque control device described in the publication of the above Patent Document 1 cannot be employed.

  A typical vehicle also includes an auxiliary machine such as an air conditioner compressor or alternator, and the auxiliary machine cannot generate a driving torque and is driven by the driving torque of the engine. Therefore, instead of the motor generator in the drive torque control device described in the publication of the above-mentioned patent document 1, the drive load of the auxiliary machine is controlled as described in the publication of the above-mentioned patent document 2. Can be considered.

  However, each auxiliary machine is driven to perform its own function, so if all of the controlled variables necessary to suppress disturbances such as vibrations that make vehicle behavior unstable are distributed to the auxiliary machines, the disturbance changes. Accordingly, the operating status of the auxiliary machine may change greatly, and the auxiliary machine may be largely hindered from performing its function.

The present invention is applicable to a general vehicle having an auxiliary machine that cannot generate a driving torque and is driven by the driving torque of an engine, when the driving torque of the vehicle is controlled to a required value. In view of the above-described problems, the main object of the present invention is to reduce the influence on the function of the auxiliary device as much as possible while reducing the engine driving torque to a required value and the auxiliary device. Is to control the consumption torque.
[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 at least one auxiliary machine driven by the engine. A vehicle drive torque control device having a lower responsiveness of the machine, a means for calculating the target drive torque of the vehicle, and a component having a high rate of change of the target drive torque is distributed to the target control torque of the auxiliary machine; The component of the target drive torque other than the component having a high change rate is distributed to the target control torque of the engine, and the output torque of the engine and the consumption torque of the auxiliary machine are controlled based on the corresponding target control torque. And a drive torque control device for a vehicle characterized by comprising control means.

  According to the first aspect of the present invention, a component having a high change rate of the target drive torque is distributed to the target control torque of the auxiliary machine, and a component of the target drive torque other than the component having a high change rate is the target control torque of the engine. The engine output torque and the auxiliary machine consumption torque are controlled based on the corresponding target control torques.

  The engine responsiveness for torque increase / decrease control is lower than the responsiveness of the auxiliary machine. Therefore, when the target drive torque is not distributed to the target control torque of the auxiliary machine, or the component with a high rate of change of the target drive torque is the target control of the engine. Compared to the case where the component of the target drive torque other than the component with a high rate of change is distributed to the target control torque of the auxiliary machine, the vehicle drive torque is surely set to the vehicle target drive torque. be able to.

  Further, according to the configuration of the first aspect, since only a component having a high change rate of the target drive torque is distributed to the target control torque of the auxiliary machine, components other than a component having a high change rate are also distributed to the target control torque of the auxiliary machine. In comparison with the case where the target drive torque of the vehicle is changed, it is possible to reliably reduce the possibility that the function of the auxiliary machine will be greatly hindered due to the large change in the operation status of the auxiliary machine according to the change in the target drive torque of the vehicle. .

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the control means converts the low frequency component of the target drive torque into the target control torque of the engine. In addition to distributing, the component of the target drive torque other than the low frequency component is distributed to the target control torque of the auxiliary device (configuration of claim 2).

  According to the configuration of the second aspect, the low frequency component of the target drive torque is distributed to the target control torque of the engine, and the component of the target drive torque other than the low frequency component is distributed to the target control torque of the auxiliary machine. . Therefore, the low-frequency component of the target drive torque is distributed to the target control torque of the auxiliary machine, and the vehicle drive is compared to the case where the target drive torque component other than the low-frequency component is distributed to the engine target control torque. The torque can be reliably set to a required value. In addition, it is possible to reliably reduce the possibility that the function of the auxiliary device is greatly hindered compared to the case where the low frequency component of the target drive torque is also distributed to the target control torque of the auxiliary device.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1 or 2, the control means obtains information on the necessary consumption torque of the auxiliary machine, and Based on a value obtained by controlling the output torque of the engine based on the sum of the target control torque of the engine and the required consumption torque of the auxiliary machine, and subtracting the target control torque of the auxiliary machine from the required consumption torque of the auxiliary machine. It is comprised so that the consumption torque of the said auxiliary machine may be controlled (structure of Claim 3).

  According to the configuration of the third aspect, the engine output torque is controlled based on the sum of the target control torque of the engine and the required consumption torque of the auxiliary machine, and the target control torque of the auxiliary machine is obtained from the required consumption torque of the auxiliary machine. The consumption torque of the auxiliary machine is controlled based on the subtracted value. Therefore, the vehicle drive torque can be set to the vehicle target drive torque, and the consumption torque of the auxiliary machine is controlled to the required consumption torque of the auxiliary machine as much as possible, and the possibility that the function of the auxiliary machine may be greatly hindered is effectively obtained. Can be reduced.

  According to the invention, in any one of the configurations of the first to third aspects, the control means calculates the target control torque of the engine by processing the target drive torque with a low-pass filter, The target control torque of the auxiliary machine is calculated by subtracting the target control torque of the engine from the target drive torque of the vehicle (configuration of claim 4).

  According to the fourth aspect of the present invention, the target control torque of the engine is calculated by processing the target drive torque with the low pass filter, and the target control torque of the auxiliary machine is subtracted from the target drive torque of the vehicle. A target control torque is calculated. Therefore, the low frequency component of the target drive torque can be distributed to the target control torque of the engine, and the component of the target drive torque other than the low frequency component can be distributed to the target control torque of the auxiliary machine.

  According to the present invention, in order to effectively achieve the above main problem, the cutoff frequency of the low-pass filter is variably set according to the rotational speed of the engine. (Structure of claim 5).

  Responsiveness of engine torque increase / decrease control varies depending on the engine speed. According to the fifth aspect of the present invention, the cut-off frequency of the low-pass filter is variably set according to the engine speed, so that the response of the increase / decrease control of the torque of the engine accompanying the fluctuation of the engine speed can be reduced. In addition, the cutoff frequency of the corresponding low-pass filter can be variably set.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration according to claim 4 or 5, the control means is configured such that the target drive torque of the vehicle increases or decreases the torque of the engine. When the estimable range is exceeded, the target drive torque of the vehicle is limited to a value within the estimable range of the torque increase / decrease of the engine, and the target drive torque after the limit is processed by the low-pass filter, thereby It is comprised so that a control torque may be calculated (structure of Claim 6).

  According to the configuration of the sixth aspect, 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 a low-pass filter. Therefore, even when the target drive torque of the vehicle exceeds the estimable range of engine torque increase / decrease, it is reliably prevented that the engine target drive torque exceeds the estimable range of engine torque increase / decrease. The possibility that the torque exceeds a range where the torque of the engine can be increased or decreased can be reliably reduced.

  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 (configuration of claim 7).

  According to the configuration of the seventh aspect, the rate of change of the target drive torque of the vehicle, which is the sum of 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, is high. The component is distributed to the target control torque of the auxiliary machine, and the component of the disturbance compensation target drive torque other than the component having a high change rate is distributed to the target control torque of the engine.

  Therefore, the driving torque of the vehicle can be controlled so that the driver's intention to drive the vehicle can be met and the disturbance of the vehicle can be dealt with reliably. 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.

  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 a driving operation amount of the driver and a disturbance compensating target driving torque for dealing with a disturbance of the vehicle are calculated, and the control means includes a component having a high rate of change of the disturbance compensating target driving torque. In addition to distributing to the target control torque of the auxiliary machine, the disturbance compensation target drive torque component other than the component having a high rate of change is distributed to the target control torque of the engine, and the basic target control torque and the target control of the engine The engine output torque is controlled based on the torque, and the consumption torque of the auxiliary machine is controlled based on the target control torque of the auxiliary machine. The configuration of the 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. Further, a component having a high change rate of the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary machine, and a component of the disturbance compensation target drive torque other than the component having a high change rate is distributed to the target control torque of the engine. The output torque of the engine is controlled based on the basic target control torque and the target control torque of the engine, and the consumption torque of the auxiliary machine is controlled based on the target control torque of the auxiliary machine.

  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. Further, as compared with the case where the basic target drive torque is also distributed, the control amount distributed to the auxiliary machine can be reduced, thereby reducing the possibility that the function of the auxiliary machine will be hindered.

  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 drive torque, a basic target drive torque based on a driver's drive operation amount and a disturbance compensation target drive torque for dealing with a vehicle disturbance are calculated, and the control means uses a component with a high rate of change of the basic target drive torque as the component. Distributing to the target control torque of the auxiliary machine, distributing the basic target drive torque component other than the component having a high rate of change to the target control torque of the engine, and providing a component having a high rate of change of the disturbance compensation target drive torque. Distributing to the target control torque of the auxiliary machine, distributing components of the disturbance compensation target drive torque other than the component having a high rate of change to the target control torque of the engine, and The engine output torque is controlled based on the engine target control torque distributed from the control torque and the engine target control torque distributed from the disturbance compensation target drive torque, and distributed from the basic target control torque. Further, the consumption torque of the auxiliary device is controlled based on the target control torque of the auxiliary device distributed from the target control torque of the auxiliary device and the disturbance compensation target drive torque (configuration of claim 9).

  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. A component having a high change rate of the basic target drive torque is distributed to the target control torque of the auxiliary machine, and a component of the basic target drive torque other than a component having a high change rate is distributed to the target control torque of the engine. Similarly, a component having a high rate of change in disturbance compensation target drive torque is distributed to the target control torque of the auxiliary device, and a component of disturbance compensation target drive torque other than a component having a high rate of change is distributed to the target control torque of the engine. . The engine output torque is controlled based on the engine target control torque distributed from the basic target control torque and the engine target control torque distributed from the disturbance compensation target drive torque. Similarly, the consumption torque of the auxiliary machine is controlled based on the target control torque of the auxiliary machine distributed from the basic target control torque and the target control torque of the auxiliary machine distributed from 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 any one of the first to sixth aspects, the auxiliary machine is configured to include at least one of an air conditioner compressor and an alternator (preferred aspect 1).

  According to another preferred aspect of the present invention, in the configuration of claim 6 above, the estimable range of increase / decrease in engine torque is configured to be variably set according to the engine speed (preferred aspect). 2).

  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 3).

  According to another preferred aspect of the present invention, in the configuration according to any one of the first to ninth aspects, the control means calculates each target control torque as a value viewed 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 (Preferred aspect 4).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 1 to 9, 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 5).

  According to another preferred aspect of the present invention, in any one of the first to ninth aspects, the engine is configured to be a spark ignition gasoline engine (preferred aspect 6).

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 4th Example of the drive torque control apparatus of the vehicle by this invention comprised as a modification of 1st Example. It is a block diagram which shows the signal processing in the distribution calculation block shown by FIG. It is a block diagram which shows the signal processing in 5th Example of the drive torque control apparatus of the vehicle by this invention comprised as a modification of 2nd Example. It is a block diagram which shows the signal processing in the distribution calculation block shown by FIG. It is a block diagram which shows the signal processing in the 6th Example of the drive torque control apparatus of the vehicle by this invention comprised as a modification of a 3rd Example. It is a block diagram which shows the signal processing in the distribution calculation block shown by FIG. 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 wheel 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 wheel. 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 the cut-off frequency fc1 of the vehicle target drive torque Tvt 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 vehicle target drive torque Tvt 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 component of the vehicle target drive torque Tvt is obtained. 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.

As will be understood from the above description, since the target drive torque is distributed to the control torque of the engine 14, the compressor 34, and the alternator 36, the target drive torque is not distributed to the control torque of the compressor 34, which will be described later. Compared to the embodiment, the target drive torque of the vehicle can be reliably and effectively controlled to the target drive torque Tvt of the vehicle, and the function of the alternator 36 is hindered due to the target control torque. The degree can be reliably reduced.
[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, the 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 same processing as that of blocks 132 to 144 is performed on the disturbance compensation target drive torque Tvmt, 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.
[Fourth embodiment]

  FIG. 8 is a block diagram showing signal processing in a fourth embodiment of the vehicle drive torque control apparatus according to the present invention, which is configured as a modification of the first embodiment, and FIG. 9 is a distribution shown in FIG. It is a block diagram which shows the signal processing in a calculation block. 8 and 9, the same reference numerals as those in FIGS. 2 and 3 are assigned to the blocks corresponding to the blocks shown in FIGS.

  In the fourth embodiment, as shown in FIG. 8, the target drive torque Tvt of the vehicle is distributed between the target control torque Tvet of the engine 14 as viewed from the wheel drive torque and the target control torque Tvat of the alternator 36. However, it is not distributed to the target control torque Tvct of the compressor 34. Accordingly, the torque conversion block 190, the adder 200, and the compressor necessary consumption torque calculation block 170 shown in FIG. 2 are not provided. The adder 160 calculates the final target output torque Tett of the engine 14 by adding the target control torque Tet of the engine 14 and the necessary consumption torque Taeq of the alternator 36.

Further, the distribution calculation block 330 shown in FIG. 9 is not provided with the addition block 136, the second guard processing block 138, the second low-pass filter processing block 140, and the adder 142. Further, in the adder 144, only the target control torque Tvet of the engine 14 is subtracted 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.
[Fifth embodiment]

  FIG. 10 is a block diagram showing signal processing in a fifth embodiment of the vehicle drive torque control device according to the present invention, which is configured as a modification of the second embodiment, and FIG. 11 is a distribution shown in FIG. It is a block diagram which shows the signal processing in a calculation block. 10 and 11, the same reference numerals as those in FIGS. 4 and 5 are attached to the blocks corresponding to the blocks shown in FIGS.

  In the fifth embodiment, as shown in FIG. 10, the disturbance compensation target drive torque Tvmt is distributed between the target control torque Tvmet of the engine 14 as viewed from the wheel drive torque and the target control torque Tvmat of the alternator 36. And is not distributed to the target control torque Tvmct of the compressor 34. Therefore, the torque conversion block 190, the adder 200, and the compressor required consumption torque calculation block 170 shown in FIG. 4 are not provided. The adder 160 calculates the final target output torque Tett of the engine 14 by adding the target control torque Tet of the engine 14 and the necessary consumption torque Taeq of the alternator 36.

In addition, the distribution calculation block 430 shown in FIG. 11 is not provided with the addition block 236, the second guard processing block 238, the second low-pass filter processing block 240, and the adder 242. Further, in the adder 244, only the target control torque Tvmet of the engine 14 is subtracted from the disturbance compensation target drive torque Tvmt, thereby calculating the target control torque Tvmat of the alternator 36 viewed from the wheel drive torque.
[Sixth embodiment]

  FIG. 12 is a block diagram showing signal processing in the sixth embodiment of the vehicle drive torque control device according to the present invention, which is configured as a modification of the third embodiment, and FIG. 13 is a distribution shown in FIG. It is a block diagram which shows the signal processing in a calculation block. In FIGS. 12 and 13, the same reference numerals as those in FIGS. 6 and 7 are assigned to the blocks corresponding to the blocks shown in FIGS.

  In the sixth embodiment, as shown in FIG. 12, the target drive torque Tvt of the vehicle and the disturbance compensation target drive torque Tvmt are the target control torque Tvet of the engine 14 as seen from the wheel drive torque and the alternator 36. It is distributed to the target control torque Tvat and not distributed to the target control torque Tvct of the compressor 34. Therefore, the adder 290, the torque conversion block 190, the adder 200, and the required consumption torque calculation block 170 shown in FIG. 6 are not provided. The adder 160 calculates the final target output torque Tett of the engine 14 by adding the target control torque Tet of the engine 14 and the necessary consumption torque Taeq of the alternator 36.

  The first distribution calculation block 460 shown in FIG. 12 is not provided with the addition block 266, the second guard processing block 268, the second low-pass filter processing block 270, and the adder 272. Further, the adder 274 calculates the target control torque Tvbat of the alternator 36 in terms of the wheel drive torque by subtracting only the target control torque Tvbet of the engine 14 from the basic target drive torque Tvbt.

  As in the case of the second and third embodiments described above, the disturbance compensation target drive torque Tvmt is the target control torque Tvmet of the engine 14 as viewed from the wheel drive torque by the second distribution calculation block 430, and the target of the compressor 34. The control torque Tvmct is distributed to the target control torque Tvmat of the alternator 36.

  As can be understood from the above description, according to the fourth to sixth embodiments, the target drive torque of the vehicle is effectively changed to the target drive torque Tvt of the vehicle by controlling the output torque of the engine 14 and the consumed torque of the alternator 36. Can be controlled. Moreover, the consumption torque of the alternator 36 is greatly changed by the target control torque, and the possibility that the functions of the alternator 36 are greatly hindered due to the change of the operating state of the alternator 36 can be reliably reduced.

  Further, according to the fourth to sixth embodiments, the target drive torque is not distributed to the compressor 34, so that the torque control can be executed more easily than in the first to third embodiments. At the same time, it is possible to reliably prevent the function of the compressor 34 from being hindered due to the target control torque.

  Further, the response of the alternator 36 with respect to the torque increase / decrease control is higher than the response of the compressor 34. Therefore, according to the fourth to sixth embodiments, compared with the case where the target drive torque is distributed to the compressor 34 but not to the alternator 36, the target drive torque of the vehicle is increased with high response. The drive torque Tvt can be controlled.

  As can be understood from the above description, according to each of the above-described embodiments, the low frequency component of the target drive torque is first distributed to the engine 14 and the remaining component of the target drive torque is distributed to the auxiliary machine, thereby increasing or decreasing the torque. The target drive torque is distributed with priority given to the engine 14 having a low response over an auxiliary machine having a high response. Therefore, compared with the case where the high frequency component of the target drive torque is first distributed to the auxiliary machine and the remaining component of the target drive torque is distributed to the engine 14, the torque increase / decrease load of the auxiliary machine in the driving force control of the vehicle is reduced. This can surely reduce the degree to which the function of the auxiliary machine is hindered.

  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.

  According to the first to third embodiments described above, 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, the torque of the compressor 34 A second guard process is performed on the corrected target drive torque Tvta of the vehicle so that the value is within a torque fluctuation range estimated to be achievable by the control. 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 the first to third embodiments described above, in the second guard process, the torque fluctuation range estimated to be achieved by the torque control of the compressor 34 is the operating state of the compressor 34 such as the outside air temperature. Is variably set based on 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, the low-pass filter processing is performed after the guard processing. For example, as shown in FIG. 14 as a modification of the first embodiment, each of the above-described embodiments is performed. In the example, it may be modified so that the first guard processing is performed after the first low-pass filter processing. Similarly, in the first to third embodiments, the second guard process may be modified 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 low frequency component of the target drive torque is first distributed to the engine 14, and the remaining component of the target drive torque is distributed to the auxiliary machine, which makes the response to torque increase / decrease control high. The target drive torque is distributed with priority given to the engine 14 having lower responsiveness than the auxiliary machine. However, the high-frequency component of the target drive torque is first distributed to the auxiliary machine, and the remaining component of the target drive torque is distributed to the engine 14, so that the auxiliary machine having higher response than the engine 14 having low response to torque increase / decrease control. It may be modified so that the target drive torque is distributed with priority.

  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 the fourth to sixth embodiments described above, the distribution of the target drive torque to the compressor 34 is omitted in comparison with the first to third embodiments, but the target to the alternator 36 is omitted. The distribution of the drive torque may be omitted. In addition, the auxiliary machine is not limited to the compressor 34 and the alternator 36, but is an auxiliary machine driven by the engine, and as long as the auxiliary machine has higher responsiveness with respect to torque increase / decrease control than the engine, the compressor 34 can be used as an auxiliary machine. An auxiliary machine other than the alternator 36 may be employed.

  In the first to third embodiments, the target drive torque is always distributed to the compressor 34. For example, the target drive torque is distributed to the compressor 34 based on the operation state of the compressor 34. When the determination is appropriate, the target drive torque is also distributed to the compressor 34 as in the first to third embodiments. However, when the determination is not correct, the fourth to sixth embodiments are used. Thus, the target drive torque may be corrected so as not to be distributed to the compressor 34.

  Generally, 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. In the sixth embodiment, the second guard process may be omitted.

  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 at least one auxiliary machine driven by the engine, wherein the engine responsiveness with respect to torque increase / decrease control is lower than the responsiveness of the auxiliary machine. A means for calculating torque, and a component having a high change rate of the target drive torque is distributed to the target control torque of the auxiliary device, and a component of the target drive torque other than the component having a high change rate is controlled by the target control of the engine A vehicle drive torque control device comprising: a control unit that distributes the torque and controls the output torque of the engine and the consumed torque of the auxiliary machine based on the corresponding target control torques.   The control means distributes the low frequency component of the target drive torque to the target control torque of the engine and distributes the component of the target drive torque other than the low frequency component to the target control torque of the auxiliary machine. The drive torque control device for a vehicle according to claim 1.   The control means acquires information on the required consumption torque of the 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 the auxiliary machine, The vehicle drive torque control device according to claim 1 or 2, wherein the consumption torque of the auxiliary machine is controlled based on a value obtained by subtracting a target control torque of the auxiliary machine from a required consumption torque.   The control means calculates the target control torque of the engine by processing the target drive torque with a low-pass filter, and subtracts the target control torque of the engine from the target drive torque of the vehicle. The drive torque control device for a vehicle according to any one of claims 1 to 3, wherein a control torque is calculated.   The vehicle drive torque control device according to claim 4, wherein a cut-off frequency of the low-pass filter is variably set according to a rotational speed of the engine.   The control means limits the target drive torque to a value within an estimateable range of the torque increase / decrease of the engine when the target drive torque exceeds an estimateable range of the torque increase / decrease of the engine. 6. The vehicle drive torque control device according to claim 4, wherein a target control torque of the engine is calculated by processing the low-pass filter.   The means for calculating the target drive torque of the vehicle calculates, as the target drive torque, a sum of a basic target drive torque based on a driver's drive operation amount and a disturbance compensation target drive torque for dealing with a vehicle disturbance. 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 Distributes a component with a high rate of change in the disturbance compensation target drive torque to the target control torque of the auxiliary device, and uses the components of the disturbance compensation target drive torque other than the component with a high rate of change as the target control torque of the engine. And distributing and controlling the output torque of the engine based on the basic target control torque and the target control torque of the engine, and controlling the consumption torque of the auxiliary machine based on the target control torque of the auxiliary machine. 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 Distributes a component with a high rate of change of the basic target drive torque to the target control torque of the auxiliary machine, and distributes components of the basic target drive torque other than the component with a high rate of change to the target control torque of the engine. , A component having a high change rate of the disturbance compensation target drive torque is distributed to the target control torque of the auxiliary device, and a component of the disturbance compensation target drive torque other than the component having a high change rate is used as the target control torque of the engine. The engine target control torque distributed from the basic target control torque and the engine distributed from the disturbance compensation target drive torque. The output torque of the engine is controlled based on the target control torque of the engine, and the target of the accessory is distributed from the target control torque of the auxiliary machine distributed from the basic target control torque and the disturbance compensation target drive torque. The vehicle drive torque control device according to any one of claims 1 to 6, wherein a consumption torque of the auxiliary machine is controlled based on a control torque.

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