JPH0626429A - Control of engine - Google Patents

Abstract

PURPOSE:To relieve variation of vehicle driving force during travel due to generation or release of auxiliary driving loss and to prevent generation of decelerating shock or accelerating shock by controlling engine generating torque in correspondence with the driving loss of an auxiliary machinery which becomes engine load. CONSTITUTION:To an output port of an I/O interface 36, a relay coil of an air conditioning clutch relay 49 to operate ON/OFF of a magnet clutch 48a of a compressor (auxiliary machinery) 48 for an air conditioner through a drive circuit 47 is connected. Additionally, a process to reduce engine generating torque to a region corresponding to auxiliary driving loss for each of operational cyclesbefore generation of the auxiliary driving loss is furnished. Additionally, a process to connect the auxiliary machinery 48 to an engine at the time when the engine generating torque is reduced to the region corresponding to the auxiliary driving loss and a process to return the engine generating torque to engine generating torque at the normal time at the time when the auxiliary machinery 48 is connected to the engine are furnished. Consequently, it is possible to acquire smooth travelling performance.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention controls engine-generated torque in response to drive loss of an auxiliary machine as an engine load,
The present invention relates to an engine control device that obtains smooth running performance.

[0002]

2. Description of the Related Art Auxiliary equipment that is an engine load is automatically turned on / off depending on environmental conditions and driving conditions while the vehicle is running.
There are things that do F. For example, in an air conditioner (hereinafter abbreviated as “air conditioner”), the magnetic clutch of the air conditioner compressor is automatically turned on / off depending on the temperature inside the vehicle compartment, the temperature condition of the evaporator, and the like.

When the magnet clutch is turned on, a load torque of the air conditioner compressor is applied to the engine, so that a so-called decelerating shock is felt during traveling. On the contrary, when the magnet clutch is turned off, the load torque applied to the engine is suddenly released, and so-called acceleration shock may be felt. As means for alleviating this acceleration / deceleration shock, for example, in Japanese Patent Laid-Open No. 60-36778, when the air conditioner switch is turned on and an idle up operation is performed, the ignition timing is once retarded and then gradually requested. To prevent sudden changes in output torque.

[0004]

This prior art is intended to prevent an accelerating shock due to idle-up when the air conditioner is ON, but in actual idle-up control,
Since the idling speed is controlled so as to be balanced against the load of the air conditioner compressor at a speed slightly higher than that, the operating range in which the vehicle accelerates is extremely narrow even if the air conditioner is turned on during traveling. That is, the engine speed during actual running is higher than the idle speed, and it is considered that there is almost no effect of acceleration shock due to idle-up control, and in actual running, the load (driving loss) of the air conditioner compressor is added to the running load. The addition causes an increase in the engine load as a whole, and the torque increase due to the idle-up control cannot fully compensate the load loss, and a decelerating shock is often felt. Further, if the air conditioner compressor is turned off during actual traveling, an accelerating shock is felt due to a sudden release of the load.

As described above, conventionally, the air conditioner is automatically turned off.
There was a problem that the driving feeling deteriorates every time the power is turned off / on.

The present invention has been made in view of the above circumstances, and reduces fluctuations in vehicle driving force during traveling due to occurrence of accessory drive loss or cancellation of accessory drive loss, thereby reducing decelerating shock or accelerating shock. It is an object of the present invention to provide an engine control method that can prevent the occurrence of the engine and obtain smooth running performance.

[0007]

In order to achieve the above object, a first engine control method according to the present invention is a region corresponding to the auxiliary machine drive loss for each calculation cycle of the engine generated torque before the auxiliary machine drive loss occurs. To reduce the engine generated torque to a region corresponding to the drive loss of the auxiliary machine, the procedure for connecting the auxiliary machine to the engine, and the engine generated torque when the auxiliary machine is connected to the engine. And a procedure for returning to the engine generated torque at the normal time.

In order to achieve the above object, the second engine control method according to the present invention is a procedure for reducing the engine generated torque to a region corresponding to the auxiliary machine drive loss when the auxiliary machine drive loss is canceled, and the above engine. After the generated torque is reduced to a region corresponding to the drive loss of the auxiliary machine, the engine generated torque is increased to the engine generated torque at the normal time in each calculation cycle.

[0009]

[Operation] According to the first engine control method of the present invention, when the engine generated torque is gradually decreased before the auxiliary machine drive loss occurs, and the output torque decreases to a range corresponding to the auxiliary machine drive loss. The auxiliary engine is driven to the engine and the engine generated torque is returned to the normal engine generated torque when the auxiliary machine is driven.Therefore, when the auxiliary machine drive loss occurs, a sudden change in vehicle driving force (deceleration shock) ) Is relaxed, and smooth running performance can be obtained.

According to the second engine control method of the present invention, when the accessory drive loss is released, the engine generated torque is reduced to a region corresponding to the accessory drive loss, and then the engine generated torque is normally reduced. The torque generated by the engine is gradually increased when the auxiliary drive loss is released (acceleration shock).
Is alleviated, and smooth running performance can be obtained.

[0011]

Embodiments of the present invention will be described below with reference to the drawings.

The drawings show an embodiment of the present invention, FIGS. 1 and 2 are flowcharts showing a control routine, FIG. 3 is a flowchart showing a cylinder discrimination and engine speed calculation routine, and FIG. 4 is an energization start timing and an ignition timing. 5 is a flowchart showing a timer setting routine of FIG. 5, FIG. 5 is a flowchart showing a dwell start routine, FIG. 6 is a flowchart showing a dwell cut routine, FIG. 7 is a schematic view of an engine control system, FIG. 8 is a front view of a signal rotor and a crank angle sensor. 9 is a circuit diagram of the control device, FIG. 10 is a conceptual diagram showing the relationship between vehicle speed and ignition timing retard amount, FIG. 11 is a conceptual diagram showing the relationship between engine speed and ignition timing retard amount, FIG.
2 is a conceptual diagram showing the relationship between the throttle opening and the ignition timing retard amount, FIG. 13 is a time chart of crank pulse and ignition signal, and FIG. 14 is ON / OFF of the air conditioner switch and ON of the air conditioner compressor and magnet clutch. / O
6 is a time chart showing the relationship among FF, retard correction amount, engine generated torque, and vehicle driving force.

(Structure) In FIG. 7, reference numeral 1 is an engine (in the figure, an in-line 4-cylinder engine), and an intake manifold 3 is connected to an intake port 2a formed in a cylinder head 2 of the engine 1. An injector 4 is attached to the intake manifold 3.

Further, an air chamber 5 is communicated with the intake manifold 3, and an air cleaner 7 is attached upstream of the air chamber 5 via a throttle valve 6.

An intake air temperature sensor 8 is provided in the air chamber 5.
In addition, an intake pipe pressure sensor 9 is attached, and a throttle sensor 10 is connected to the throttle valve 6. Further, an idle speed control valve (ISC) is provided in an air bypass passage 11 that bypasses the upstream and downstream of the throttle valve 6.
V) 12 is interposed.

Also, the cylinder header 2 of the engine 1
The cooling water temperature sensor 14 is exposed to the cooling water passage 13 formed in the above, and the exhaust port 2 of the cylinder head 2 is further exposed.
At the gathering part of the exhaust manifold 15 communicating with b,
The O2 sensor 16 is exposed. Reference numeral 17 is a catalytic converter, and 18 is a muffler.

An ignition plug 19 is exposed to the combustion chamber of the engine 1, and the ignition plug 19 is connected to a secondary side of an ignition coil 21 via a distributor 20 as shown in FIG. The primary side of the ignition coil 21 is connected to, for example, an igniter 22 that is integrally provided.

The distributor 20 has a built-in crank angle sensor 23 which is composed of an electromagnetic pickup or the like and serves both for crank angle detection and cylinder discrimination. The crank angle sensor 23 is connected to the cam shaft of the engine 1 via a distributor shaft 20a. Rotating signal rotor 2
4 are arranged so as to face the outer circumference. The crank angle sensor 23 is not limited to a magnetic sensor such as an electromagnetic pickup, but may be an optical sensor.

As shown in FIG. 8, the signal rotor 2 is
4, a reference crank angle detecting projection 24a is formed on the outer periphery of each cylinder (four cylinders in the figure) at a position before compression top dead center (BTDC) θ1 (for example, 10 ° C. A).
After compression top dead center of cylinder # 1 (ATDC) θ2 (for example, 20
Cylinder discrimination projection 24b is formed at a position (° C A). In the case of four cylinders, the protrusions 24a are formed at every 90 ° (180 ° C when converted into a crank angle),
The engine speed NE is calculated from the interval time (cycle) for detecting each protrusion 24a. In addition, the protrusions 24a, 2
4b may be a slit.

On the other hand, reference numeral 31 is a control unit (ECU) including a microcomputer and the like, which is a CPU 32 and RO.
M33, RAM34, backup RAM35, and I
The / O interfaces 36 are connected to each other via a bus line 37, and a constant voltage circuit 38 supplies a predetermined stabilizing voltage to each part. This constant voltage circuit 38 is connected to the ECU relay 3
The relay coil of the ECU relay 39 is connected to the battery 40 via the relay contact 9 and the battery 40 is connected to the battery 40 via the ignition switch 41.
A fuel pump 43 is connected to the battery 40 via a relay contact of a fuel pump relay 42. Further, the backup RAM 35 includes the constant voltage circuit 3
The backup voltage from the battery 40 is constantly applied via the battery 8.

At the input port of the I / O interface 36, an air conditioner switch 44 for turning on / off the air conditioner, an evaporator temperature sensor 45 attached to the evaporator of the air conditioner, a throttle sensor 10, an intake pipe pressure sensor 9, an intake air temperature sensor. 8, the water temperature sensor 14, the crank angle sensor 23, the O2 sensor 16, and the vehicle speed sensor 46 are connected, and the battery 40 is connected to monitor the battery voltage. The igniter 22 is connected to the output port of the I / O interface 36, and the ISCV 12, the injector 4, the relay coil of the fuel pump relay 42, and the air conditioner compressor 48 are connected via a drive circuit 47. Air conditioner clutch relay 4 for operating connection / disconnection of the magnet clutch 48a
Nine relay coils are connected.

The ROM 33 stores a control program and various fixed data. Further, the RAM 34 stores the data after processing the output signals of the sensors and the data processed by the CPU 32.
According to the control program stored in the ROM 33, the CPU 32 sets various control amounts such as the fuel injection amount and the ignition timing according to the control program stored in the ROM 33 according to the start time or the normal time after the complete explosion. Then
Corresponding signals are output to the injector 4, the igniter 22, etc. to perform fuel injection control, ignition timing control, etc. Further, the air conditioner clutch relay 49 is turned on / off to control the drive of the air conditioner compressor 48.

(Operation) Next, the control operation of the ECU 31 will be described with reference to the flowcharts of FIGS.

FIG. 3 is a routine for cylinder discrimination and engine speed calculation, which is interrupted by crank pulses output when the crank angle sensor 23 detects each protrusion 24a, 24b of the signal rotor 24.
In step (hereinafter abbreviated as "S") 101, the crank pulse detected by the crank angle sensor 23 is identified. That is, as shown in FIG. 13A, when the reference crank angle detecting protrusions 24a (BTDC θ1) of the rotor 24 are detected, the time intervals of θ1 pulses input from the crank angle sensor 23 to the ECU 31 are substantially equal, and , The time interval from the input of the θ1 pulse to the input of the θ2 pulse when the cylinder discrimination protrusion 24b (ATDC θ2) of the signal rotor 24 is detected, and the next θ1 pulse from the input of the θ2 pulse The time interval until input is shorter than the time interval for each θ1 pulse input. Therefore,
The ECU 31 discriminates the θ1 pulse and the θ2 pulse from the relative relationship of the input time intervals of these crank pulses. When the combustion cylinder order is # 1 → # 3 → # 4 → # 2, the θ2 pulse is detected immediately after the θ1 pulse is detected, so that the next crank pulse is the BTD of the cylinder # 3.
It is identified that it is a signal that detects Cθ1, and that the next crank pulse is a signal that detects BTCDθ1 of cylinder # 4.

Next, in S102, the input interval time (cycle) Tθ1 of this θ1 pulse is measured based on the θ1 pulse output from the crank angle sensor 23, and S103
Then, based on this input interval time Tθ1, the engine speed N
E is calculated, stored in a predetermined address of the RAM 34 as rotation speed data, and the routine is exited.

On the other hand, FIG. 1 and FIG. 2 executed every predetermined time
Of the air conditioner clutch relay 49 in the control routine of
The N / OFF is controlled, and the energization time DWL for the primary side of the ignition coil 21 and the energization start timing TDWL based on the θ1 pulse are calculated.

First, in S201 to S203, it is determined whether the air conditioner compressor 48 should be driven. That is,
In S201, it is determined whether the air conditioner switch 44 is ON,
In S202, it is determined whether the evaporator temperature TE detected by the evaporator temperature sensor 45 is the set value TEs or more, and S2
At 03, it is determined whether the throttle opening Th detected by the throttle sensor 10 is less than or equal to the set value Ths indicating the fully open state.

The air conditioner switch 44 is turned on, T
If E> TEs and Th ≦ Ths, it is determined that the air conditioner should be driven, and the process proceeds to S204. On the other hand, if the air conditioner switch 44 is OFF, TE ≤TEs, or Th> Ths, it is determined that the air conditioner should be stopped, and the process proceeds to S205.

In S204, the air conditioner compressor 4
8 is in an operating state by referring to the I / O port output value G for the relay coil of the air conditioner clutch relay 49 that operates the connection / disconnection of the magnetic clutch 48a of the air conditioner compressor 48, and G = 1 (air conditioner ON)
In case of G, the process directly jumps to S214, and in case of G = 0 (air conditioner is OFF), the process proceeds to S206.

When the process proceeds to S206, the retard correction amount (angle) RET stored in the predetermined address of the RAM 34 is set to the first value.
Set value (angle) SET1 of is updated with the added value (RE
(T ← RET + SET1) and the process proceeds to S207. The initial value of the retard correction amount RET is 0.

Then, in S207, the current retard correction amount RET1, the engine speed NE, the vehicle speed sensor 4 are detected.
The vehicle speed V detected in 6 and the throttle opening Th
The final retard correction amount f1 (NE
, V, Th) and RET <f1 (NE, V, Th)
If Th), jump to S214, and RET ≧ f
In the case of 1 (NE, V, Th), it is determined that the retard correction amount RET has reached the final retard amount, the process proceeds to S208, the retard correction amount RET is cleared (RET ← 0), and further S209.
The magnetic clutch 4 of the air conditioner compressor 48
I for the air conditioner clutch relay 49 for operating 8a
/ O port output value G is set to 1, and the air conditioner clutch relay 49 is turned on, whereby the magnet clutch 48a
Energize to put the magnetic clutch 49 into the connected state,
After operating the air conditioner compressor 48, S2
Proceed to 14.

On the other hand, S201, S202, or S
When it is determined from 203 that the air conditioner should be stopped and the process proceeds to S205, the current operating state of the air conditioner compressor 48 is determined by referring to the I / O port output value G for the air conditioner clutch relay 49, and G = 1. (Air conditioner O
In the case of N), the process proceeds to S210, where the retard correction amount RET is a function f2 of the engine speed NE, the vehicle speed V, and the throttle opening Th.
The initial value is set with the optimum retardation correction amount f2 (NE, V, Th) set by (RET ← f2 (NE, V, Th)), and the I / O port output value for the air conditioner clutch relay 49 is set in S211. By setting G to 0 and turning off the air conditioner clutch relay 49, the magnet clutch 48
The magnetic clutch 48a is turned off by stopping the power supply to a.
Is released and the operation of the air conditioner compressor 48 is stopped, and then the process proceeds to S214.

10 to 12 show the characteristic relationships among the vehicle speed V, the engine speed NE, the throttle opening Th and the retard amount. Regarding the relationship with the vehicle speed V, the higher the vehicle speed V, the larger the inertial energy of the vehicle body and the less the influence of the change in friction of the compressor 48 on the vehicle body becomes. Therefore, the higher the vehicle speed V, the smaller the retard amount is set (FIG. 10). ). Also,
In relation to the engine rotational speed NE, the friction of the compressor 48 often increases in proportion to the rotational speed of the compressor 48. The higher the engine rotational speed NE that determines the rotational speed of the compressor 48, the higher the compressor O
Since the change in friction during N / OFF switching becomes large, the retard amount is set to a large amount (FIG. 11). Further, regarding the relationship with the throttle opening Th, the change in the engine torque with respect to the retard angle Th is large on the throttle fully open side and small on the throttle fully closed side with respect to the throttle opening Th.
The larger the throttle opening Th, the smaller the retard amount is set (FIG. 12).

Based on such characteristics, the retard correction amounts f1 (NE, V, Th) and f2 (NE, V, Th) are set to optimum values corresponding to the drive loss of the air conditioner compressor 48. .

In step S205, G = 0 (air conditioner O
FF), the process proceeds to S212, where the retard correction amount R
It is determined whether ET is 0, and if RET = 0, the process jumps to S214, and if RET ≠ 0, the process proceeds to S213 and the retard correction amount R
After updating ET with a value obtained by subtracting the second set value SET2, the process proceeds to S214.

Then, S204, S207, S209,
S211, S212, or S213 to S214
Then, based on the engine speed NE and the intake pipe pressure P detected by the intake pipe pressure sensor 9, the basic ignition timing ADVBASE, which is the basic control advance angle based on the compression top dead center TDC of the ignition target cylinder, is set. , S215, the above basic ignition timing A
The ignition timing (angle) ADV is calculated by subtracting the retard correction amount RET from DVBASE (ADV ← ADVBASE-RE
T).

Next, at S216, the ignition timing (angle) is set.
ADV is converted into ignition timing (time data) TADV based on the θ1 pulse (see FIG. 13) based on the following equation. TADV ← (Tθ1 / θ1-1) × (180 ° C A + θ1-A
DV) T θ1: θ1 pulse input interval time θ1-1: crank angle between θ1 and θ1 (180 in FIG. 13)
° C A) θ1: 10 ° C in FIG. 13 After that, the process proceeds to S217, and the basic energization time DWLB is set by referring to the table based on the battery voltage VB. The basic energizing time DWLB is set shorter as the battery voltage VB is higher. Then, in S218, the rotation correction KDWLN is set by referring to the table based on the engine speed NE. This rotation correction KDWLN is set to a smaller value as the engine speed NE is higher.

Next, in S219, the basic energizing time DWL is set.
The energization time DWL is calculated by multiplying B by the rotation correction KDWLN (DWL ← DWLB × KDWLN), and the energization time DWL is subtracted from the ignition timing (time) TADV in S220 to start energization based on the θ1 pulse. Timing (time) T
Calculate DWL (TDWL ← TADV-DWL) and exit the routine.

The ignition timing TADV calculated in S216 of the control routine and the energization start timing TDWL calculated in S220 are timer-set in the θ1 pulse interrupt routine shown in FIG. This .theta.1 pulse interrupt routine is started by the input of .theta.1 pulse, and in S301, the energization start timing TDWL and the ignition timing TADV are set by timers to start counting, and then the routine exits.

When the energization start timing TDWL is reached, the TDWL interrupt routine shown in FIG. 5 is started, the dwell is started in S401, and then the routine exits.

When the ignition timing TADV is reached, the TADV interrupt routine shown in FIG. 6 is started and S50
After performing a dwell cut (ignition) at 1, exit the routine. As a result, an ignition signal is output to the ignition plug 19 of the ignition target cylinder selected by the distributor 20 (see FIG. 13). It should be noted that advancing the ignition timing increases the engine generated torque, and retarding the ignition timing decreases the engine generated torque.

A typical example of ignition timing control by the ECU 31 will be described with reference to the time chart of FIG.

When the air conditioner switch 44 is turned on during traveling, if the evaporator temperature TE and the throttle opening Th satisfy the air conditioner driving conditions, the retard correction amount RET is set to the engine speed NE, the vehicle speed V, and the throttle opening Th. The set value SET1 is added every predetermined period until the retard correction amount f1 (NE, V, Th) set based on the above is reached (elapsed time t1 to t2).

As a result, during the elapsed time t1 to t2, the ignition timing is gradually controlled to the retard side, and the engine generated torque decreases as shown in FIG. 6 (d), and as shown in FIG. The vehicle driving force also decreases.

When the retard correction amount RET reaches the set retard correction amount f1 (NE, V, Th), the magnet clutch 48a of the air conditioner compressor 48 is turned on and the retard correction amount RET is set. The ignition timing is set to 0 and the ignition timing is returned to the normal control state (elapsed time t2).

As a result, the engine generated torque is recovered at the same time as the air conditioner is driven, and the recovered engine generated torque offsets the drive loss of the air conditioner compressor 48, and the decelerating shock can be alleviated.

On the other hand, conventionally, the air conditioner is turned on / off.
Since the ignition timing is almost controlled by MBT regardless of, the air conditioner switch 44 is turned on as shown by the broken line in the figure.
At the same time, the air conditioner compressor 48 is turned on at the same time, and the vehicle drive force is suddenly reduced by the amount of the drive force of the air conditioner compressor 48, causing a decelerating shock.

On the other hand, when the air conditioner switch 44 is turned off while the air conditioner compressor 48 is being driven, or when the air conditioner switch 44 is turned on and the evaporator temperature TE is below the set temperature, or when the throttle opening Th is fully opened, At the same time as turning off the magnet clutch 48a of the air conditioner compressor 48 to stop the drive of the air conditioner compressor 48, the retard correction amount RE
T is set by the set retard correction amount f2 (NE, V, Th) (elapsed time t3).

As a result, the torque generated by the engine decreases at the same time when the drive of the air conditioner compressor 48 is stopped.
The vehicle driving force is increased by stopping driving of the air conditioner compressor 48 ((d) and (e) in the same figure).

After that, in order to gradually shift the ignition timing to the normal time control, the retard correction amount RET is reduced by the set value SET2 every predetermined period until it becomes 0 (elapsed time t3 to t.
Four ).

As a result, the increase in vehicle driving force due to the stoppage of the drive of the air conditioner compressor 48 is offset by the decrease in the engine generated torque, and the engine generated torque is gradually increased thereafter.
Accelerating shock due to FF can be softened. On the other hand, conventionally, since the ignition timing is almost controlled by MBT, when the air conditioner compressor 48 is turned off, the vehicle driving force suddenly increases as shown by a broken line in the figure, and an acceleration shock is felt.

The present invention is not limited to the above embodiment, but for example, as means for suppressing the engine generated torque, the air-fuel ratio or the intake air amount may be controlled in addition to the ignition timing control. Further, the auxiliary equipment may be something other than an air conditioner.

[0053]

As described above, according to the present invention as described above, the following effects can be obtained.

According to the engine control method of the first aspect, a sudden change in the vehicle driving force (decelerative shock) at the time of occurrence of the drive loss of the auxiliary machinery is alleviated, and smooth running performance can be obtained.

According to the engine control method of the second aspect, it is possible to prevent a sudden change in the vehicle driving force (accelerating shock) at the time of canceling the drive loss of the auxiliary machinery, and to obtain smooth running performance.

[Brief description of drawings]

FIG. 1 is a flowchart showing a control routine.

[Fig. 2] Same as above

FIG. 3 is a flowchart showing a cylinder discrimination and engine speed calculation routine.

FIG. 4 is a flowchart showing a timer setting routine for energization start timing and ignition timing.

FIG. 5 is a flowchart showing a dwell start routine.

FIG. 6 is a flowchart showing a dwell cut routine.

FIG. 7 is a schematic diagram of an engine control system.

FIG. 8 is a front view of a signal rotor and a crank angle sensor.

FIG. 9 is a circuit diagram of a control device.

FIG. 10 is a conceptual diagram showing the relationship between vehicle speed and ignition timing retard amount.

FIG. 11 is a conceptual diagram showing a relationship between an engine speed and an ignition timing retard amount.

FIG. 12 is a conceptual diagram showing the relationship between throttle opening and ignition timing retard amount.

FIG. 13 is a time chart of a crank pulse and an ignition signal.

FIG. 14 is a time chart showing a relationship among ON / OFF of an air conditioner switch, an air conditioner compressor and a magnet clutch, a retard correction amount, an engine generated torque, and a vehicle driving force.

[Explanation of symbols]

 48 ... Auxiliary equipment (air conditioner compressor)

Claims (2)

[Claims] 1. A procedure of reducing the engine-generated torque to an area corresponding to the accessory driving loss in each calculation cycle before the occurrence of the accessory driving loss, and reducing the engine-generated torque to an area corresponding to the accessory driving loss. When the auxiliary machine is connected to the engine, and when the auxiliary machine is connected to the engine, there is provided a procedure for returning the engine-generated torque to the engine-generated torque in a normal time. . 2. A procedure for reducing the engine generated torque to an area corresponding to the accessory driving loss when the accessory driving loss is canceled; and a step of reducing the engine generated torque to an area corresponding to the accessory driving loss, And a procedure for increasing the engine generated torque to a normal engine generated torque in each calculation cycle.