JPH10227237A - Engine torque control device - Google Patents

Abstract

(57) [Summary] [Problem] To achieve both a durable load of an actuator at the time of engine torque control and torque responsiveness. [Solution] A smoothing degree of a target torque according to an engine torque gain with respect to an engine control amount. Setting, the smoothing degree is corrected according to the change state of the target torque,
The target torque is smoothed with the corrected smoothing degree, and the engine torque is controlled so as to obtain the smoothed target torque.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a device for controlling a driving force of a vehicle, that is, a device for controlling an engine torque.

[0002]

2. Description of the Related Art Conventionally, as an engine control device, for example, there is an engine control device described in Japanese Patent Application Laid-Open No. 1-290934. Further, as an engine control device, there is a device in which the opening degree of a throttle valve is electronically controlled so as to obtain a target engine torque, as is called a so-called electronically controlled throttle device.

[0003] In a vehicle having both the electronically controlled throttle device and the automatic transmission, a target driving force of the vehicle is set according to the running conditions of the vehicle, and a target engine power is set so as to obtain the target driving force. It has also been considered to set the torque and the target transmission ratio of the automatic transmission and control the engine and the automatic transmission in cooperation.

[0004]

When the engine is controlled to the target torque by using the electronically controlled throttle device as described above, the engine control amount is determined based on the relation data between the engine control amount and the engine torque. In general, the relationship between the engine torque (or the basic fuel injection amount corresponding to the intake air amount or the cylinder intake air amount) and the engine control amount (throttle operation amount, etc.) is determined as shown in FIG. In the high torque region, the change amount of the torque gain with respect to the change amount of the control amount tends to be small.

In a region where the change amount of the torque gain with respect to the change amount of the control amount is small, the control amount largely changes in response to a small change in torque demand (or an error in arithmetic processing). With respect to (1), the amount of change in the operation increases, and the endurance load increases. Further, the throttle opening sensor for detecting the throttle opening also has a problem in that the sliding is repeated at a large speed in conjunction with the movement of the throttle actuator, so that the wear becomes severe.

SUMMARY OF THE INVENTION The present invention has been made in view of such a conventional problem. By changing the required engine torque or the degree of smoothing of the engine control amount in accordance with the engine torque gain with respect to the engine control amount, the present invention provides: A first object is to suppress an unnecessary change in the engine control amount due to a minute change in the required torque. It is a second object of the present invention to achieve both the durability of an actuator and the like and the responsiveness of engine torque by correcting the smoothing degree according to the change speed of the required torque.

[0007]

Therefore, according to the present invention, as shown by a solid line in FIG. 1, target torque setting means for setting a target torque of an engine, and a target torque setting means for obtaining the target torque. An engine torque control unit configured to control an engine control amount, wherein the target torque or the engine control amount is smoothed to a predetermined degree by a smoothing processing unit; And a smoothing degree setting means for setting the degree of the smoothing processing according to the gain of the engine torque with respect to the engine control amount.

The operation and effect of the first aspect will be described. The target torque setting means sets a target torque of the engine, and the smoothing degree processing means uses the smoothing degree set by the smoothing degree setting means in accordance with the gain of the engine torque with respect to the engine control amount. The engine control amount is smoothed.

The engine torque control means controls the engine control amount so as to obtain the target torque. Here, in places where the torque gain is small, such as in a high load area, unnecessary movement due to a small target torque change is suppressed by increasing the degree of smoothing, and the durability of the throttle actuator and throttle opening sensor is improved. it can.

Further, the invention according to claim 2 is, as indicated by a dashed line in FIG. 1, a target torque change state detecting means for detecting a change state of the target torque, and a change in the detected target torque change state. And a smoothing degree correcting means for correcting the set smoothing processing degree accordingly.

According to the second aspect of the present invention, the smoothing degree is corrected in accordance with the change state of the target torque. By suppressing the change in responsiveness and correcting the smoothing degree so that appropriate responsiveness can be obtained, it is possible to achieve compatibility with the responsiveness of engine torque control.

According to a third aspect of the present invention, the target torque change state detecting means detects a direction in which the target torque increases or decreases, and the smoothing degree correcting means detects a change in the target torque when the target torque increases. The smoothing degree set based on the torque gain near the target torque is reduced and corrected.

According to the third aspect of the present invention, when the target torque increases, the torque gain decreases when the smoothing degree is set based on the increased target torque.
The smoothing degree set by the smoothing degree setting means is increased in order to suppress the fluctuation of the engine control amount due to a minute change in the target torque, but the responsiveness of increasing the engine torque is reduced as it is. Therefore, the responsiveness of engine control can be made compatible by reducing the smoothing degree immediately after the change by the smoothing degree correcting means.

According to a fourth aspect of the present invention, the smoothing degree correction means reduces the smoothing degree set based on the torque gain near the target torque before the change when the target torque decreases. It is characterized by doing. According to the fourth aspect of the invention, when the smoothing degree is set based on the target torque before the target torque is reduced, the smoothing degree set by the smoothing degree setting means is large, and the deceleration responsiveness is reduced. Therefore, by reducing the smoothing degree by the smoothing degree correcting means, deceleration control can be performed with appropriate deceleration responsiveness.

According to a fifth aspect of the present invention, the target torque change state detecting means detects a direction in which the target torque increases or decreases, and the smoothing degree setting means determines whether or not the target torque is increased when the target torque increases. The smoothing degree is set based on the torque gain near the target torque, and when the target torque decreases, the smoothing degree is set based on the changed torque gain near the target torque.

According to the fifth aspect of the invention, when the target torque increases, the smoothing degree is set based on the target torque before the increase, so that the smoothing degree is prevented from increasing and the acceleration response is increased. When the target torque decreases, the degree of smoothing is set based on the changed target torque, so that the degree of smoothing is set to be small and the deceleration response can be ensured.

Further, the invention according to claim 6 is characterized in that the smoothing processing is a weighted average processing. According to the invention according to claim 6, by performing the smoothing process by the weighted average process, a simple and good smoothing process can be performed.

According to a seventh aspect of the present invention, the engine is provided with a throttle valve control device for controlling the opening of the throttle valve to a target value, and the engine control amount is the opening control amount of the throttle valve. According to the seventh aspect of the invention, by controlling the opening of the throttle valve, the engine torque can be easily and widely controlled.

The invention according to claim 8 is characterized in that the engine is mounted on the vehicle together with the automatic transmission, and includes target driving force setting means for setting a target driving force of the vehicle. The engine torque in the combination that minimizes the fuel injection amount is set as the target torque among the combinations of the engine torque that provides the target driving force of the vehicle and the gear ratio of the automatic transmission. Features.

According to the eighth aspect of the present invention, the target torque of the engine is set in combination with the gear ratio of the automatic transmission so as to minimize the fuel consumption, so that the economy is as low as possible. You can run. The invention according to claim 9 is
The front target driving force setting means sets the target driving force of the vehicle according to the accelerator operation amount of the driver and the vehicle speed.

According to the ninth aspect of the present invention, the target driving force of the vehicle is set according to the accelerator operation amount reflecting the acceleration / deceleration level according to the driver's intention and the traveling vehicle speed at that time. Acceleration / deceleration traveling performance according to the will of the driver can be obtained.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 2 is an integrated engine-automatic transmission control system for a vehicle-mounted engine with an automatic transmission to which the engine torque control device according to the embodiment of the present invention is applied.

In FIG. 2, an accelerator operation amount sensor 1 for detecting an accelerator operation amount (depression amount of an accelerator pedal) of a driver is provided at an accelerator pedal portion of the vehicle. The engine 2 is provided with a throttle actuator 3 for driving a throttle valve (not shown) in an intake system.
Further, a rotation speed sensor 4 for detecting the rotation speed of the engine 2 is provided.

The automatic transmission 5 with a torque converter
The shift operation is performed by electromagnetically driving the various shift valves of the hydraulic circuit by the shift solenoids 6 and 7, and the operation of the lock-up clutch is controlled by the lock-up solenoid 8 in accordance with the traveling conditions.
Lockup control of the torque converter is performed. Further, a vehicle speed sensor 9 for detecting a vehicle speed by detecting a rotation speed of an output shaft of the automatic transmission 5 is provided.

The signals from the sensors are input to a control unit 10. The control unit 10 controls the opening of the throttle valve to a target value by driving the throttle actuator 3 by performing processing described later. The shift solenoids 6 and 7 are controlled to control the gear ratio to a target value, and the lock-up solenoid 8 is controlled to perform lock-up control.

The operation processing performed by the control unit 10 can be functionally divided into a target driving force setting section 10a
And the optimal combination selecting unit 10b and the engine control unit 10
c and an automatic transmission control unit 10d. Next, the operation of the above system will be described for each item. (Setting of Target Driving Force) First, the setting of the target driving force of the vehicle will be described. FIG. 3 is a main flowchart showing the flow of the target driving force setting processing operation performed by the target driving force setting section 10a of the control unit 10.

In step 20, the accelerator operation amount sensor
Accelerator operation amount accel based on the signal from
sen is detected. This accelerator operation amount accel
The detection of sen is as shown in the flowchart of FIG.
Is the accelerator sensor 1 that has been A / D converted at 5 ms cycle
Our accel signal ad is the set voltage ACC when fully closed
EL MIN and fully open set voltage ACCEL MAX
Calculate using That is, accel ad ≦ ACC
EL When MIN, accel sen = 0 °
Set, accel ad ≧ ACCEL At the time of MAX
Is set to 80 degrees (steps 20a and 20b) and ACC
EL MIN <accel ad ≦ ACCEL MAX's
Sometimes, accelerator operation amount accel sen is below
(Step 20e).

Accel sen = 80 × (accel
ad-ACCEL MIN) / (ACCEL MAX
-ACCEL MIN) Returning to FIG. 3, in step 21, based on the signal from the vehicle speed sensor 9, the vehicle speed vsp sen is detected.
This vehicle speed vsp For example, as shown in the flowchart of calculating the vehicle speed in FIG. 5, sen is detected by a vehicle speed sensor 4 provided on the output shaft of the automatic transmission 5 for a predetermined time (100 ms).
Is counted, and the output shaft rotation speed out is calculated by the following equation. rev is calculated (step 21a,
21b), the output shaft rotation speed out It is calculated by the following equation using rev (step 21c). Finally, the count value C is cleared (step 21d).

Out rev = k · C vsp sen = V1000 × out rev V1
000: Coefficient determined by vehicle specifications Returning to FIG. 3, in step 22, the detected access
Operation amount accel sen and vehicle speed vsp sen and
Target driving force t corresponding to Calculate to.

This target driving force t to is, for example, in FIG.
As shown in the figure, the accelerator operation amount accel sen, and the vehicle speed vsp is calculated as shown in FIG.
Maximum driving force MAX that can be realized in response to sen T
O, the minimum achievable driving force MIN TO is calculated, and these are calculated by the following equation. t to = gain × (MAX TO-MIN TO) +
MIN TO In other words, the target driving force is set according to the accelerator operation amount representing the level of the driving force according to the driver's intention within the range of the driving force that can be realized at the vehicle speed at that time.

Alternatively, power performance and driving smoothness
As shown in FIG. 8, the vehicle speed vsp
Maximum driving force MAX achievable for sen TO and
Vehicle speed vsp sen and the minimum driving force M that can be realized
IN TO and maximum driving force MAX Vehicle speed vsp in TO
Smoothed the connection of driving force to sen
Driving force SM MAX TO was calculated and the arc calculated in FIG.
Axel operation amount accel sen is the predetermined value SM ACCE
When it is less than L, the smoothing driving force SM MAX T
O and minimum driving force MIN Target driving force t by TO t
o is calculated by the following equation, and the accelerator operation amount accel
sen is the predetermined value SM When ACCEL or more,
Maximum driving force MAX TO and minimum driving force MIN T
O is the target driving force t to is calculated by the following equation.

Accel sen <SM For ACCEL, t to = gain × (SM MAX TO-MIN T
O) + MIN TO accel sen ≧ SM For ACCEL, t to = gain × (MAX TO-MIN TO) +
MIN TO (Setting of Control Target of Powertrain System) Next, setting of the control target of the powertrain system will be described. here,
A method for determining the control target of the engine 3 and the control target of the automatic transmission 5 will be described. The automatic transmission 5 will be described using a four-speed transmission.

Basically, the target driving force t The combination of the state of the engine and the automatic transmission, which can realize “to” and consumes the least amount of fuel, is selected and set as the control target of each engine / automatic transmission. FIG. 9 is a flowchart showing the flow of the power train control target determination processing operation performed by the optimum combination selection unit 9b of the control unit 9.

In step 30, the target driving force t obtained in FIG. to and the output shaft rotation speed out based on the signal from the vehicle speed sensor 9 rev and are read. In step 31, in the following loop processing, a variable (best gear, bes
t le, best ne, best te, best
field) is cleared.

In step 32, the following loop process is performed while changing and setting possible combinations of automatic transmissions (gear positions: 1st to 4th speed, converter / lockup). In step 33, the turbine rotational speed Nt of the torque converter and the turbine torque Tt for satisfying the above condition are
It is calculated by the following equation. In addition, GEAR RATI
O is gear ratio data, GEAR ETA is gear efficiency data, which is preset data corresponding to each gear position gp.

Nt = out rev × GEAR RATIO Tt = t to / (GEAR RATIO × GEAR
(ETA) In step 34, the required engine speed Ne and engine torque Te are calculated based on the turbine speed Nt, the turbine torque Tt, and the characteristics of the torque converter. The characteristics of the torque converter are shown in Fig. 10 (a),
It is set in advance as shown in (b). In the case of the lockup condition, the turbine rotation speed Nt and the turbine torque Tt are directly converted into the engine rotation speed Ne.
And the engine torque Te.

In step 35, the engine speed N
It is checked whether or not e and the engine torque Te are within a controllable range (details will be described later). At step 36, it is determined whether or not the control range is within the control range. Then, the operation is performed with the combination of the next candidates.
If it is within the range, proceed to step 37. In step 37,
The engine rotation speed Ne, the engine torque Te,
The required fuel consumption feul is calculated from the fuel consumption fuel data. The fuel consumption data is shown in the figure.
This is set in advance as shown in FIG.

In step 38, the best gear = 0
It is determined at step 39 whether or not the fuel consumption amount is feu.
l is the fuel consumption best in the optimal combination fe
ul is determined to be less than or equal to ul.
(best gear, best lu, best n
e, best te, best field) is updated.

At step 38, best It is determined that gear is not 0, and in step 39, feul ≦ best
When it is determined to be fuel, the current combination is updated as an optimum one. Best in step 38 ge
When ar is determined to be 0, this combination is the first controllable combination, so the process proceeds to step 40 to update the above variables. That is, the combination of the gear position and the presence or absence of lock-up set in step 32 and the latest values of the engine speed Ne, the engine torque Te, and the fuel consumption feul calculated in steps 34 and 37 according to the combination are obtained. , Each variable best gear
r, best lu, best ne, best t
e, best updated as fuel.

At step 38, best It is determined that gear is not 0, and in step 39, feul> best
If it is determined to be fuel, the process returns to step 32 in order to perform an operation on the next candidate. When all the combinations have been calculated, the process proceeds from step 32 to step 41. In step 41, the optimum combination is
Required value n for automatic transmission Set as **.

N te = best te, n ne = b
est ne: Required value for engine n gear = best gear, n lu = bes
t lu: Required value for automatic transmission (check of engine controllable range) Here, the operation of checking the engine controllable range will be described.

FIG. 11 is a flowchart showing the flow of the control range check processing operation performed in step 35. In step 35a, the engine speed Ne and the engine torque Te calculated in step 34 are input. In steps 35b and 35c, the engine speed Ne can be controlled in the range NE. MIN (lower limit rotation speed) ≤ Ne ≤ NE It is checked whether it is MAX (upper limit rotation speed).

In steps 35d and 35e, the range TE in which the engine torque Te can be controlled is set. MIN (lower limit torque) ≤ Te ≤ TE It is checked whether it is MAX (upper limit torque). If it is determined out of the controllable range in any of steps 35b to 35e, step
Proceeding to 35 g, an NG determination is made. Step 35b
If it is determined that the control is within the controllable range in all of the steps 35e, the process proceeds to step 35f, and an OK determination is made.

The data indicating the controllable torque range
(TE MIN, TE MAX) is set in advance as data corresponding to the engine speed Ne, as shown in FIG. Engine control and automatic transmission control are performed according to the required values for the engine and automatic transmission determined as described above.

(Control of Automatic Transmission) In control of the automatic transmission, basically, the selection of the traveling gear position and the converter state is changed as compared with the conventional automatic transmission control device. That is, conventionally, the throttle opening, the vehicle speed, and the predetermined schedule are determined, but here, the required value (n) for the automatic transmission selected from the above-described optimal combination is selected. gear: gear position, n lu: converter / lockup), the automatic transmission control unit 9d of the control unit 9 performs the shift control and the lockup control.

(Engine Control) Regarding engine control,
The throttle opening is controlled in accordance with the required value, and the control of fuel, ignition and the like is performed in the same manner as in a conventional engine control device. FIG. 13 shows the control unit 9
9 is a flowchart showing a flow of a throttle opening control operation performed by an engine control unit 9c of FIG.

In step 50, the required value (n
te: torque, n ne: rotation speed) is read
You. In step 51, the required engine speed n ne
And the required engine torque n With te, as an engine
Target horsepower t ps is calculated by the following equation. Automatic change
Because the speed change of the gear is actually delayed, the engine side
Engine speed eng rev control
You.

T ps = k * n ne * n te k: coefficient In step 52, the current engine speed eng re
Read v. The engine speed eng rev
For example, as shown in FIG. 14, every time a reference pulse is output from the rotational speed sensor 3 at each phase stroke interval of each cylinder, a timer value is read (step 52).
a), reset (step 52b), and based on the read timer value, the engine speed eng rev
Is calculated (step 52c) by measuring the generation cycle of the reference pulse.

In step 53, the target horsepower t ps
And the current engine speed eng rev and
Target torque t as engine te is calculated. t te = k * t ps / eng rev In step 54, the target torque t te and the current d
Engine rotation speed eng rev and the engine characteristics
Data (TVO MAP) to calculate the throttle valve opening
Is calculated, and this value is used as the control value t of the throttle valve opening. tv
o.

The engine characteristic data (TVO MA
P) is set in advance in a form corresponding to the rotation speed / torque as shown in FIG. In step 55, the control value t of the throttle valve opening is set. The command voltage tvo to the throttle actuator 3 with respect to tvo is converted to out. Next, the smoothing process for the target torque of the engine or the engine control amount according to the present invention will be described with reference to FIG.
This will be described according to the flowchart of FIG.

Here, the smoothing process for the engine control amount will be described, but the smoothing process for the target torque can be similarly performed. Step 60
Then, the target torque t calculated in step 53 is te
Read. In step 61, the current engine speed eng calculated in step 52c is set. Read rev.

In step 62, the engine characteristic data (TVO) used in step 54 MAP), the target torque t te, engine speed eng torque gain Δte with respect to throttle valve opening change near rev
Is calculated. The torque gain change Δt The method of calculating te is determined by a difference between data on grid points of a map surrounding the above condition. However, it goes without saying that other methods may be used.

In step 63, a smoothing degree corresponding to the torque gain change amount Δte calculated in step 62 is calculated. The smoothing degree is set in advance as data corresponding to the torque gain Δte, as shown in FIG. Since the smoothing process is performed by a weighted average, the data α corresponding to the smoothing degree is a weight for the new value, and α
The smaller the is, the greater the degree of smoothing.

The weight α may be obtained by multiplying the torque gain Δte by a coefficient as in the following equation. α = k × Δte In step 64, the current target torque t te and the previous target torque t The change rate Δt of the target torque from te '
te is calculated.

Δt te = (t te)-(t te ′) In step 65, the target torque change speed Δt The weight α is corrected according to te, and the final weight α1 is determined. α1 = β × α Note that α1 is 1 or less. Β is the target torque change speed Δt is a correction coefficient of a weight according to te, and a change speed Δt The range is set as follows according to te.

Δt When te> 0, β> 1 (smoothing degree reduction correction) Δt β = 1 when te = 0 Δt When te <0, 0 <β <1 (correction for increasing the degree of smoothing) In step 66, the throttle valve opening t calculated in step 54 tvo and the previous throttle valve opening control amount t
The current throttle command value t is obtained from tvo ′ and the weight α1. Calculate tvo (final).

T tvo (final) = α1 × t tvo +
(1-α1) × t tvo 'Note that, in calculating the basic value of the smoothing degree, the torque gain near the current target torque has been used. However, the previous throttle valve opening control amount and the torque gain near the previous target torque were used. May be used. When the torque gain is obtained based on the current target torque, if the target torque changes in the increasing direction, the degree of smoothing increases, and the responsiveness deteriorates. However, when the torque gain is calculated based on the previous state, Eliminates such a delay. However,
When the torque is reduced, the direction is reversed. In this case, the target torque change speed Δt The correction coefficient β ′ of the smoothing degree corresponding to te is changed by the change rate Δt The range is set as follows according to te.

Δt 0 <β ′ <1 Δt when te> 0 β ′ = 1 Δt when te = 0 When te <0, β ′> 1 Further, whether to use the previous value or the current value for the torque gain for determining the smoothing degree is selected as follows according to the direction in which the target torque changes. It is good also as a system.

Δt When te ≧ 0, the smoothing degree is obtained based on the torque gain near the previous target torque (before the change in the target torque) in order to secure the response of the torque increase. Δt When te <0, the smoothing degree is obtained based on the torque gain near the target torque this time (after the change in the target torque) in order to secure the response of the torque reduction. In addition,
In this case, it is not necessary to correct the smoothing degree α by β.

In the embodiment described above, first, the target torque or the smoothing degree of the engine control amount is changed according to the engine torque gain with respect to the engine control amount, so that the minute torque in the high load region is reduced. Unnecessary movement due to the required torque change can be suppressed, the durability of the throttle actuator and the throttle opening sensor can be improved, and the smoothing degree can be corrected according to the target torque change, or any of the torques before and after the target torque change. By selecting the degree of smoothing based on the gain, compatibility with engine torque control responsiveness can be achieved.

Although the embodiments have been described with reference to the drawings, the specific configuration is not limited to the above embodiments, and changes and additions may be made without departing from the scope of the present invention. Included in the present invention. For example, in the embodiment, the example of application to the power train by the combination of the engine and the stepped transmission is shown. However, the application to the vehicle equipped with the power train by the combination of the engine and the continuously variable transmission is also possible. it can.

Further, in the embodiment, the throttle actuator is used as the engine torque control means. However, it is also possible to apply the control based on the ignition timing. It is possible to prevent an energizing time for a sufficient power storage from being secured and a combustion unstable state.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to a claim of an engine torque control device according to the present invention.

FIG. 2 is an overall control system diagram of an engine-automatic transmission equipped with the engine torque control device according to the embodiment of the present invention.

FIG. 3 is a flowchart showing a target driving force setting process of the embodiment.

FIG. 4 is a flowchart of an accelerator operation amount calculation.

FIG. 5 is a flowchart of vehicle speed calculation.

FIG. 6 is a gain characteristic diagram with respect to an accelerator operation amount.

FIG. 7 is a driving force characteristic diagram with respect to a vehicle speed.

FIG. 8 is another driving force characteristic diagram with respect to vehicle speed.

FIG. 9 is a flowchart of a process for setting a request to a power train system for a target driving force.

FIG. 10 is a data map used in a request setting process for a power train system.

FIG. 11 is a flowchart of an engine controllable range check process.

FIG. 12 is a map of a controllable range of an engine torque and an engine rotation speed.

FIG. 13 is a flowchart of a throttle opening control operation.

FIG. 14 is a flowchart of an engine speed measurement process.

FIG. 15 is a map showing a relationship between an engine speed, a throttle opening, and an engine torque.

FIG. 16 is a flowchart of a throttle opening smoothing process.

FIG. 17 is a map showing a relationship between torque gain and smoothing degree.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Accelerator operation amount sensor 2 Engine 3 Throttle actuator 4 Rotation speed sensor 5 Automatic transmission 8 Lock-up solenoid 9 Vehicle speed sensor 10 Control unit 10a Target driving force setting unit 10b Combination selection unit 10c Engine control unit 10d Automatic transmission control unit

Claims (9)

[Claims] An engine torque control device comprising: target torque setting means for setting a target torque of an engine; and engine torque control means for controlling an engine control amount so as to obtain the target torque. In the above, the smoothing means for smoothing the target torque or the engine control amount at a predetermined degree, and the smoothing degree for setting the degree of the smoothing processing according to the gain of the engine torque with respect to the engine control amount A torque control device for an engine, comprising: setting means; and 2. A target torque change state detecting means for detecting a change state of the target torque, and a smoothing degree correction for correcting the set smoothing processing degree according to the detected target torque change state. The torque control device for an engine according to claim 1, further comprising: means. 3. The target torque change state detecting means detects a direction in which the target torque increases or decreases, and when the target torque increases, based on a torque gain near the target torque after the change. 3. The torque control device for an engine according to claim 2, wherein the degree of smoothing set in advance is reduced and corrected. 4. The smoothing degree correcting means according to claim 1, wherein when the target torque decreases, the smoothing degree set based on the torque gain near the target torque before the change is reduced and corrected. 4. The engine torque control device according to claim 3. 5. The target torque change state detecting means detects a direction in which the target torque increases / decreases. When the target torque increases, the smoothing degree setting means reduces a torque gain near the target torque before the change. 2. The engine torque control according to claim 1, wherein the smoothing degree is set based on the target torque, and when the target torque decreases, the smoothing degree is set based on a torque gain near the changed target torque. apparatus. 6. The engine torque control device according to claim 1, wherein the averaging process is a weighted averaging process. 7. An engine includes a throttle valve control device for controlling an opening of a throttle valve to a target value, wherein the engine control amount is an opening control amount of the throttle valve. Claims 1 to 6
The torque control device for an engine according to any one of the above. 8. The engine is mounted on the vehicle together with the automatic transmission, and includes target driving force setting means for setting a target driving force of the vehicle, wherein the target torque setting means obtains the set target driving force of the vehicle. The engine torque in the combination that minimizes the fuel injection amount among the combinations of the engine torque and the gear ratio of the automatic transmission is set as the target torque. Item 8. The engine torque control device according to any one of items 7. 9. The engine torque control device according to claim 8, wherein the front target driving force setting means sets the target driving force of the vehicle according to the accelerator operation amount of the driver and the vehicle speed.