JP3799899B2 - Torque control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine torque control device, and more particularly to a torque control device suitable for an engine having a variable valve timing control device.
[0002]
[Prior art]
In a conventional vehicle, when a wheel slip occurs during traveling on a rough road or the like, traction control (hereinafter referred to as “TRC”) is implemented to prevent this by instantaneously reducing the output torque. Specifically, when the TRC electronic control unit (hereinafter referred to as “TRC ECU”) detects a slip of the wheel, the TRC ECU calculates a torque amount to be reduced based on the slip amount, and the engine electronic control unit (hereinafter referred to as “ E / GECU ”). The E / GECU performs torque reduction control in accordance with the request of the TRC ECU, for example, control such as fuel injection cut, ignition cut, or throttle closing.
[0003]
By the way, in recent years, in order to improve the driving performance of a vehicle engine, the opening / closing timing of an intake valve and / or an exhaust valve, the opening / closing speed of an accelerator pedal and a throttle valve operated by a driver, etc. (in other words, In some cases, a variable valve timing (hereinafter, also referred to as “VVT”) control device that performs control in accordance with the operating state of the engine is provided. In an engine equipped with such a VVT control device, the valve overlap period during which the intake valve and the exhaust valve open simultaneously is adjusted by changing the opening / closing timing (hereinafter also referred to as “valve timing”) of the intake valve and the exhaust valve by the VVT control device. By doing so, the engine torque is improved.
[0004]
In such an engine, a technique for performing the slip control (torque reduction control) as described above is disclosed in, for example, Japanese Patent Laid-Open No. 5-26067. This technique calculates and sets in advance a control pattern in consideration of the valve timing set by the VVT control device, and performs torque control along this control pattern.
[0005]
[Problems to be solved by the invention]
However, the technique described in this publication is based on the premise that the VVT control device is operating normally, and no consideration is given to the case where the operating state of the VVT control device is abnormal. For this reason, when the mechanism of the VVT control device is fixed for some reason, such as aging, and there is a deviation in the correlation between the engine operating state and the valve timing, the influence on the calculation of the torque amount to be reduced is affected. There has been a problem that the accuracy of torque reduction control is reduced.
[0006]
Accordingly, an object of the present invention is to provide a torque control device that can perform desired torque control even when an abnormality occurs in the valve timing of the VVT control device.
[0007]
[Means for Solving the Problems and Effects of the Invention]
In view of the above problems, the torque control device according to the first aspect of the present invention is provided in an engine equipped with a VVT control device, and when the operating state of the VVT control device is monitored and the operating state is abnormal. Is provided with operating state detecting means for detecting the abnormality.
[0008]
Here, the VVT control device changes the opening / closing timing of the intake valve and the exhaust valve, and adjusts the valve overlap period in which the intake valve and the exhaust valve are opened simultaneously, for example, to improve the engine torque at high load, etc. It is intended and functions in a manner that assists normal fuel injection control and ignition timing control. FIG. 6 schematically shows the characteristics of the VVT control device in which the valve timing (EX) of the exhaust valve is fixed and the valve timing (IN) of the intake valve is controlled. According to this, in the low and medium speed rotation region, the engine timing is improved by shifting the valve timing to the advance side and extending the overlap period. In the high-speed rotation range, the output is improved by shifting the valve timing to the retard side and controlling the overlap period to be short. Therefore, when the torque is to be reduced, it is necessary to shift the valve timing of the intake valve to the retard side from the initial set value in the middle / low speed rotation range. It is necessary to shift the valve timing of the intake valve to the advance side from the initial set value. In the above, “the operation state of the VVT control device is abnormal” means that, for example, even if the valve timing is controlled to be shifted to the advance side or the retard side, the VVT control device is fixed for some reason, This means that the valve timing cannot be shifted and a desired valve timing cannot be obtained. Hereinafter, when the VVT control device is fixed on the advance side from the desired valve timing, the “advance angle abnormality” is indicated, and when the VVT control device is fixed on the retard side from the desired valve timing, the “delay side” is indicated. It is called “abnormal”.
[0009]
  The torque control device of the present application isIf no abnormality in the operating state of the VVT control device is detected by the operating state detecting means, the normal torque correction value for canceling the influence on the engine torque due to the operation of the variable valve timing control device is used. Correct the control amount, and converselyWhen an abnormality in the operation state of the VVT control device is detected by the operation state detection meansSelects one of the correction value for normality and the correction value for abnormality for canceling the influence on the engine torque due to the abnormality of the variable valve timing control device according to the operating state of the engine. Using the correction valueTorque correction means for correcting the control amount of the engine torque is provided.. SoThen, based on the control amount corrected by the torque correction means, engine torque control by the torque control means is performed.
[0010]
In other words, even if an abnormality occurs in the operating state of the VVT control device, depending on the operating state of the engine, the engine torque may not be affected by the VVT control device (for example, at a low load). In the apparatus, when the engine torque control amount is corrected using the correction value when the VVT control apparatus is abnormal, either the normal correction value or the abnormal correction value is selected according to the operating state of the engine. ing.
  For this reason, according to the torque control device of the present application, the VVT control deviceRegardless of normal / abnormal, reliable torque correction can be performed according to the occasion.As a result, a desired engine torque can always be obtained even in a vehicle equipped with a VVT control device..
By the way, as described above, abnormalities in the operating state of the VVT control device include the retard side abnormality and the advance angle abnormality. The effect of this varies depending on the operating state of the engine.
Therefore, in the torque control device according to claim 2, as the abnormality correction value, the retardation value abnormality correction value for canceling the influence on the engine torque due to the retardation angle abnormality, and the engine due to the advance angle abnormality. A correction value for the advance side abnormality for canceling the influence on the torque is provided, and when the retard side abnormality is detected by the operating state detection means, the torque correction means is used for the normal correction value and the retard side abnormality Is selected according to the operating state of the engine. On the other hand, when the advance state abnormality is detected by the operating state detection means, the torque correction means Any one of the correction values for the side abnormality is selected according to the operating state of the engine.
Therefore, according to the torque control device of the second aspect, when there is an abnormality in the operating state of the VVT control device, the abnormality is either an advance side abnormality or a retard side abnormality. Since the influence on the engine torque due to the abnormality can be canceled out, more reliable torque correction can be performed.
by the way,As a specific index for judging the abnormality of the valve timing, claims3As described above, the operating state detection means compares the target timing that is the valve timing that should be controlled by the VVT control device with the actual timing that is the valve timing that is actually controlled by the VVT control device, When a state where the absolute value of the difference between the target timing and the actual timing is larger than a predetermined value continues for a predetermined time, it can be determined that the operating state of the VVT control device is abnormal.
[0011]
Such a torque control device can be effectively applied to slip control of a vehicle equipped with a VVT control device as mentioned in the description of the prior art. That is, normally, in such slip control, control for instantaneously reducing the engine torque is performed when the vehicle slips, so the VVT control device is also controlled to the torque reduction side. However, when the VVT control device is stuck as described above, a desired torque reduction amount cannot be obtained, and thus the vehicle slip cannot be controlled appropriately. For this reason, the torque control of the present application in consideration of an abnormality in the operating state of the VVT control device functions effectively.
[0012]
  As a specific configuration of such a torque control device, the claims4Is calculated from wheel speed detection means for detecting the speed of the drive wheels of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, and the speed and vehicle speed of the drive wheels detected by these. Torque reduction amount setting means for determining the torque reduction amount based on the slip amount of the vehicle. The torque reduction amount determined by the torque reduction amount setting means is the torque reduction amount required for the slip amount of the vehicle. The vehicle speed may be obtained from the rotational speed of the output shaft of the engine or may be obtained from the speed of the driven wheel. The torque correction unit corrects the torque reduction amount determined by the torque reduction amount setting unit, thereby correcting the control amount of the engine torque.
[0013]
  For this reason, in a vehicle equipped with the torque control device, it is possible to avoid a slip control trouble caused by the sticking of the VVT control device. In addition, when the vehicle engine is a multi-cylinder engine having a plurality of VVT control devices, proper control can be performed as a whole by performing the torque control up to the cylinder in which the VVT control device that functions normally functions. It will be counterproductive. In such cases, the claims5As described in the above, it is only necessary to configure the engine torque to be controlled with the correction value only for the cylinder in which the VVT control device in which an abnormality has occurred functions among the plurality of VVT control devices. In this way, desired torque control can be realized as a whole.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the present invention will be described below with reference to the drawings.
In this embodiment, the torque control device according to the present invention is applied to a vehicle equipped with, for example, a 6-cylinder engine.
[0017]
As shown schematically in FIG. 1, each cylinder of the engine 1 is connected to an intake pipe 2 for taking in air. The intake pipe 2 has a throttle 3 for adjusting the intake air flow rate, A throttle sensor 4 that detects the opening of the throttle 3, an intake air amount sensor 5 that detects the intake air amount, and a fuel injection device 6 are provided on the upstream side of the throttle 3. Each cylinder is provided with an intake valve 7, an exhaust valve 8, and an ignition device 9. The intake valve 7 and the exhaust valve 8 are opened and closed via a variable valve timing control device (VVT control device) 10, respectively. Is done. The VVT control device 10 controls the opening / closing timing (valve timing) of the intake valve 7 and the exhaust valve 8 according to a control signal from the electronic control device (E / GECU) 20. Since the control device 10 has been put into practical use and is well known, description of the detailed configuration is omitted. Further, an engine speed sensor 11 for detecting the rotation speed, that is, the engine rotation speed, is attached in the vicinity of the crankshaft of the engine 1.
[0018]
Although not shown, the E / GECU 20 includes a CPU for controlling various devices, a ROM in which various numerical values and programs are written in advance, a RAM in which numerical values and flags of calculation processes are written in a predetermined area, and an analog input signal as a digital signal. An A / D converter for conversion, an input / output interface (I / O) for inputting / outputting various digital signals, a timer for measuring a predetermined elapsed time, and a bus line to which these devices are connected respectively. . A control program shown in a flowchart described later is written in advance in the ROM.
[0019]
The E / GECU 20 opens and closes a fuel injection valve connected to a fuel pump (not shown) and ignition timing control for controlling the ignition timing by generating a high voltage from an ignition coil (not shown) based on the detection signals from the sensors. The fuel injection amount control for controlling the fuel injection amount, the intake air amount control for controlling the intake air amount by adjusting the opening of the throttle 3, or the operating state of the engine 1 (the throttle opening detected by the throttle sensor 4). VVT control or the like for controlling the opening / closing timings of the intake valve 7 and the exhaust valve 8 adjusted by the VVT control device 10 based on the degree of control).
[0020]
In order to execute the VVT control in the E / GECU 20, the intake valve 7 and the exhaust valve 8 are incorporated with sensors for detecting the actual opening / closing timing (actual timing) by the VVT control device 10 (not shown). The E / GECU 20 controls the VVT control device 10 based on the detection from the sensor so that the actual timing becomes the target valve timing set based on the throttle opening degree and the like.
[0021]
The E / GECU 20 is connected to a TRC electronic control unit (TRC ECU) 30 for detecting drive wheel slip. Connected to the TRC ECU 30 are wheel speed sensors 12a and 12b that detect the rotational speeds of the left and right drive wheels, respectively, and a vehicle speed sensor 13 that detects the rotational speed of the output shaft of the engine as the vehicle speed. The TRC ECU 30 receives the output signals from these sensors, calculates an optimum torque reduction amount, and transmits the information to the E / GECU 20. For example, when performing slip control, based on the vehicle speed calculated based on the output value from the vehicle speed sensor 13 and the drive wheel speed calculated based on the output value from the wheel speed sensors 12a and 12b, A slip amount is calculated, an engine torque reduction amount for suppressing the slip is calculated from the slip amount, and this torque reduction control is requested to the E / GECU 20. The TRC ECU 30 is also composed of a microcomputer including a CPU, a ROM, a RAM, and the like.
[0022]
Next, a torque control method implemented by the torque control device of the present embodiment will be described taking torque reduction control at the time of vehicle slip as an example. The torque control of the present embodiment realizes desired torque reduction control even when an abnormality occurs in the valve timing by the VVT control device 10 in particular.
[0023]
When the vehicle slips and the E / GECU 20 receives the torque reduction amount (required torque reduction amount) required from the TRC ECU 30, the required torque reduction amount is corrected in consideration of the operating state of the VVT control device 10. This is because the engine torque fluctuates depending on the operating state of the VVT control device 10, so even if torque reduction control based only on the required torque reduction amount is performed, due to an unintended variation in the torque amount when the VVT control device 10 is abnormal, This is because the desired torque reduction control may not be executed. Therefore, in the present embodiment, the E / GECU 20 prepares in advance a correction value β determined according to the operating state of the VVT control device 10, and the required torque reduction amount transmitted from the TRC ECU 30 is added to the VVT at that time. By multiplying the correction value β according to the operating state of the control device 10, a torque reduction amount (actual torque reduction amount) taking into account the operating state of the VVT control device 10 is calculated. Then, the E / GECU 20 transmits a signal for performing torque reduction control (fuel injection cut, ignition cut, etc.) based on the actual torque reduction amount to the engine side.
[0024]
As shown in FIG. 5, the correction value β is detected by the operating state of the VVT control device 10, the engine speed (NE) detected by the engine speed sensor 11, and a load (for example, the intake air amount sensor 5). Determined).
FIG. 5A shows a map of the correction value β when the operating state of the VVT control device 10 is normal.
[0025]
Even when the VVT control device 10 is normal as described above, the required torque reduction amount from the TRC ECU 30 is corrected for the following reason. That is, in the case of the present embodiment, in order to perform the control in consideration of the time when the operating state of the VVT control device 10 is abnormal, the VVT control device 10 is changed from the torque reduction control performed based on the control signal output from the E / GECU 20. Excludes its own control. That is, torque reduction control is performed by control (fuel injection cut, ignition cut, etc.) excluding VVT control, but when the VVT control device 10 is operating normally, the engine torque is increased. Therefore, it is necessary to perform torque reduction control that takes this increase amount into consideration. For this reason, in this embodiment, the predetermined correction value β is set even when the VVT control device 10 is normal.
[0026]
In this case, as described above, the VVT control device 10 only affects the high load region in the torque control (see FIG. 6). Therefore, it is not necessary to consider the presence of the VVT control device 10 in the low load region, and the correction value β is constant at 1.0. That is, the required torque reduction amount from the TRC ECU 30 and the actual torque reduction amount calculated by the E / GECU 20 match.
[0027]
On the other hand, since the VVT control device 10 is involved in the torque control in the high load region, it is considered that the engine torque is higher than when the VVT control device 10 is not provided. Therefore, it is necessary to increase the torque reduction amount accordingly. For this reason, the correction value β is set as high as 1.1 in both the high-speed rotation range and the low-medium-speed rotation range.
[0028]
FIG. 5B shows a map of the correction value β when the operating state of the VVT control device 10 is abnormal advance angle.
Also in this case, the VVT control device 10 affects only in a high load region in torque control. For this reason, since it is not necessary to consider the presence of the VVT control device 10 in the low load region, the correction value β is constant at 1.0.
[0029]
On the other hand, since the VVT control device 10 is involved in torque control in the high load region, a correction value β is set in consideration of the operating state of the VVT control device 10. In this case, if the advance angle is abnormal in the low / medium speed rotation region, it is considered that the engine torque has increased compared to the normal time, so the torque reduction amount needs to be increased. For this reason, the correction value β is set as high as 1.1 in the low and medium speed rotation region. On the other hand, if the advance angle is abnormal in the high-speed rotation region, it is considered that the engine torque is lower than that in the normal state, so the amount of torque reduction needs to be made smaller. For this reason, the correction value β is set as low as 0.9 in the high-speed rotation region.
[0030]
FIG. 5 (c) shows a map of the correction value β when the operating state of the VVT control device 10 is a retarded angle abnormality.
Also in this case, the VVT control device 10 affects only in a high load region in torque control. For this reason, since it is not necessary to consider the presence of the VVT control device 10 in the low load region, the correction value β is constant at 1.0.
[0031]
On the other hand, since the VVT control device 10 is involved in torque control in the high load region, a correction value β is set in consideration of the operating state of the VVT control device 10. In this case, it is considered that the retard angle side abnormality is in the low and medium speed rotation region, and it is considered that the engine torque is lower than that in the normal state, so the torque reduction amount needs to be further reduced. For this reason, the correction value β is set as low as 0.9 in the high-speed rotation region. On the other hand, the fact that the retard angle is abnormal in the high-speed rotation region is considered that the engine torque has increased compared to the normal time, and therefore the amount of torque reduction needs to be increased. For this reason, the correction value β is set as high as 1.1 in the low and medium speed rotation region. Needless to say, the specific numerical value of the correction value β is not limited to that shown in FIG.
[0032]
Thus, the correction value β is determined from the control map shown in FIG. 5 according to the operating state of the VVT control device 10. The E / GECU 20 determines various control amounts for controlling the engine torque, fuel injection amount (fuel cut), ignition timing (ignition cut), and the like based on the actual torque reduction amount corrected by the correction value β, and the control amount Various control signals based on this are output to the engine side.
[0033]
Next, the flow of torque control executed by the E / GECU 30 and the TRC ECU 30 will be described in detail along the flowcharts shown in FIGS.
When the vehicle slips, as shown in FIG. 2, first, the TRC ECU 30 calculates the slip amount from the difference between the vehicle speed and the wheel speed during the slip (S110). The vehicle speed is calculated based on the output value from the vehicle speed sensor 13, and the wheel speed is calculated based on the output values from the wheel speed sensors 12a and 12b installed on both drive wheels of the vehicle.
[0034]
Based on this slip amount, a required torque reduction amount for avoiding vehicle slip is calculated (S120), and this required torque reduction amount is transmitted to the E / GECU 20 (130).
As shown in FIG. 3, when the E / GECU 20 receives the torque reduction amount (DTRQ) requested from the TRC ECU 30 (S210), the E / GECU 20 determines whether or not the operating state of the VVT control device 10 is normal. Is determined (S220).
[0035]
The determination as to whether or not the operating state of the VVT control device 10 is normal is executed according to the program shown in FIG. That is, first, based on the operating state of the engine 1, a target value (target timing) of the opening / closing timing of the intake valve 7 and the exhaust valve 8 to be opened / closed by VVT control is calculated (S310). Specifically, the target timing is calculated based on the engine speed (NE) output from the engine speed sensor 11 and the intake air amount (load) output from the intake air amount sensor 5.
[0036]
Then, the latest actual valve timing (actual timing) obtained based on the detection signals from the sensors built in the intake valve 7 and the exhaust valve 8 is read and compared with the target timing (S320). In this case, the advance direction of the valve timing is set to be positive, and it is determined whether or not the absolute value of the difference between the target timing and the actual timing is a predetermined value or more (S320). If it is determined that the absolute value of the difference between the target timing and the actual timing is greater than or equal to a predetermined value (S320: YES), it is determined whether or not this state has continued for a predetermined time (S330). When it is determined that the operation has continued for a predetermined time (S330: YES), it is determined that the operating state of the VVT control device 10 is abnormal. At this time, it is determined whether or not the target timing is greater than the actual timing (S340). If the target timing is greater than the actual timing (S340: YES), the VVT controller 10 is on the more retarded side than the desired valve timing. It is determined that it is fixed, that is, the retard side abnormality (S350). On the other hand, when the target timing is smaller than the actual timing, it is determined that the VVT control device 10 is stuck on the advance side from the desired valve timing, that is, the advance side abnormality (S360).
[0037]
On the other hand, when the absolute value of the difference between the target timing and the actual timing is less than the predetermined value in S320, it is determined that the operating state of the VVT control device 10 is normal (S370).
Based on the determination result, it is determined whether or not the VVT control device 10 is normal (S230). If it is determined that the VVT control device 10 is normal (S230: YES), the correction value β is calculated from the normal map shown in FIG. Is determined (S240), and when it is determined that it is not normal (S230: NO), the correction value β is determined from the abnormality map shown in FIG. 5B or 5C (S250).
[0038]
Then, the torque amount obtained by multiplying the torque reduction amount (DTRQ) transmitted from the TRC ECU 30 with the correction value β determined in this way is calculated as the actual torque reduction amount (DTRQ) (S260). Then, the E / GECU 20 calculates a torque reduction control amount based on the actual torque reduction amount, and outputs this control signal to the engine side to perform torque reduction control (S270). This torque reduction control is performed by performing normal torque control, that is, for example, fuel injection cut, ignition cut, or throttle closing.
[0039]
Through the above series of operations, even when an abnormality occurs in the opening / closing timing of the intake valve or the exhaust valve of the engine by the VVT control device 10, optimal torque control can be performed regardless of the operating state of the VVT control device 10. it can. For this reason, even when the vehicle slips, the vehicle can quickly escape from the slip state, and the safety of the vehicle can be ensured.
[0040]
In this embodiment, the E / GECU 20 corresponds to a torque correction unit and a torque control unit, and the TRC ECU 30 corresponds to a torque reduction amount setting unit. The sensors built in the intake valve 7 and the exhaust valve 8 correspond to the operating state detection means and the valve timing detection means, the wheel speed sensors 12a and 12b are the wheel speed detection means, and the vehicle speed sensor 13 is the vehicle speed detection means. Respectively.
[0041]
Of the processes executed by the E / GECU 20, the processes of S240 to S260 shown in the flowchart of FIG. 3 correspond to the process as the torque correction means, and S270 corresponds to the process as the torque control means. Of the processes executed by the TRC ECU 30, the processes of S110 to S130 shown in the flowchart of FIG. 1 correspond to the process as the torque reduction amount setting means.
[0042]
As mentioned above, although the Example of this invention was described, it cannot be overemphasized that embodiment of this invention can take various forms, as long as it belongs to the technical scope of this invention, without being limited to the said Example at all. Nor.
For example, in the above embodiment, the correction value β is set even when the VVT control device 10 is normal. This is because the TRC ECU 30 calculates the required torque reduction amount without considering the presence of the VVT control device 10, and therefore it is necessary to set a correction value in consideration of the presence of the VVT control device 10 on the E / GECU 20 side. This is because the. Accordingly, if the TRC ECU 30 is configured to transmit the required torque reduction amount in consideration of the presence of the VVT control device 10, it is not necessary for the E / GECU 20 to set the correction value β when the VVT control device 10 is normal ( That is, the correction value β when the VVT control device 10 is normal is always 1.0).
[0043]
Moreover, in the said Example, it was set as the structure which calculates a vehicle speed from the output value of a vehicle speed sensor, However, It is good also as a structure which provides the sensor which detects the rotation speed of a driven wheel, and detects a vehicle speed from this driven wheel speed.
In the embodiment described above, an abnormality in the operating state of the VVT control device 10 is detected and correction is performed according to the detection result. However, a configuration in which the “abnormality” of the VVT control device 10 is not detected intentionally. It is good. For example, the valve timing is simply detected by sensors incorporated in the intake valve 7 and the exhaust valve 8 controlled by the VVT control device 10, and the E / GECU 20 (corresponding to torque control amount correction means) responds to this valve timing. Then, the control amount of the engine torque may be corrected.
[0044]
In this configuration, a correction value corresponding to the actual valve timing (that is, the position of the valve that actually operates) is set regardless of whether the VVT control device 10 is normal or abnormal. For this reason, even if the operating state of the VVT control device 10 is abnormal, desired torque control is performed. As a result, the control process is simplified because it is not necessary to determine the abnormality of the VVT control device 10.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing application of a torque control device according to an embodiment of the present invention.
FIG. 2 is an explanatory diagram illustrating a setting operation of a required torque reduction amount by the TRC ECU of the embodiment.
FIG. 3 is an explanatory diagram illustrating torque control performed by the E / GECU of the embodiment.
FIG. 4 is an explanatory diagram illustrating a method for determining an operating state of the VVT control device according to the embodiment.
FIG. 5 is an explanatory diagram illustrating a control map of a correction value β according to an embodiment.
FIG. 6 is an explanatory diagram showing an example of characteristics of the VVT control device.
[Explanation of symbols]
1 ... engine, 2 ... intake pipe, 3 ... throttle,
4 ... throttle sensor, 5 ... intake air amount sensor,
7 ... intake valve, 8 ... exhaust valve, 9 ... ignition device,
10 ... VVT control device, 11 ... engine speed sensor,
12a, 12b ... wheel speed sensor, 13 ... vehicle speed sensor,
20 ... E / GECU, 30 ... TRC ECU

Claims (5)

An engine provided with a variable valve timing control device that controls the opening / closing timing of at least one of an intake valve and an exhaust valve provided in an engine cylinder according to the operating state of the engine, and controls the engine torque of the engine A torque control device,
An operating state detecting means for monitoring an operating state of the variable valve timing control device, and detecting the abnormality when the operating state is abnormal;
When the operating state detecting means does not detect an abnormality in the operating state of the variable valve timing control device, a normal correction value is used to cancel the influence on the engine torque due to the operation of the variable valve timing control device. Then, the control amount of the engine torque is corrected, and conversely, when an abnormality in the operation state of the variable valve timing control device is detected by the operation state detection means , the normal correction value and the variable valve timing are corrected. One of the abnormality correction values for canceling the influence on the engine torque due to the abnormality of the control device is selected according to the operating state of the engine, and the engine torque is controlled using the selected correction value. Torque correction means for correcting the amount;
Torque control means for controlling the engine torque based on the control amount corrected by the torque correction means;
A torque control device comprising:   The operating state detecting means includes
  As an abnormality in the operating state of the variable valve timing control device, the intake valve actually controlled by the variable valve timing control device rather than the opening / closing timing of the intake valve or exhaust valve to be controlled by the variable valve timing control device. The actual timing that is the opening / closing timing of the valve or the exhaust valve is more delayed than the actual timing, and the actual timing is higher than the opening / closing timing of the intake valve or exhaust valve to be controlled by the variable valve timing control device. Detecting the advance side abnormality due to the timing being advanced,
  The abnormality correction value includes a retardation side correction value for canceling the influence on the engine torque due to the retardation angle abnormality and an advance side for canceling the influence on the engine torque due to the advance angle abnormality. There are correction values for abnormalities,
  The torque correction means includes
  If the abnormality detected by the operating state detection means is a retarded-side abnormality, either the normal correction value or the retarded-side abnormality correction value is set as the operating state of the engine. On the other hand, if the abnormality detected by the operating state detecting means is an advance side abnormality, any one of the normal correction value and the advance side abnormality correction value is selected. The torque control device according to claim 1, wherein the torque control device is selected according to an operating state of the engine. The operating state detection means includes a target timing which is an opening / closing timing of the intake valve or exhaust valve to be controlled by the variable valve timing control device, and the intake valve or exhaust gas actually controlled by the variable valve timing control device. Compare the actual timing that is the opening and closing timing of the valve,
The operating state of the variable valve timing control device is determined to be abnormal when a state where an absolute value of a difference between the target timing and the actual timing is larger than a predetermined value continues for a predetermined time. The torque control device according to claim 1 or claim 2 . The torque control device is applied to slip control of a vehicle equipped with the engine,
Wheel speed detection means for detecting the speed of the drive wheels of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Torque reduction amount setting means for determining a torque reduction amount based on the slip amount of the vehicle calculated from the speed of the drive wheel detected by the wheel speed detection means and the vehicle speed detected by the vehicle speed detection means; ,
With
The torque correction means, by correcting the torque reduction amount determined by the torque reduction amount setting means, according to any one of claims 1-3, characterized by correcting the control amount of the engine torque Torque control device. The engine comprises a multi-cylinder engine having a plurality of variable valve timing control devices,
The torque control means controls the engine torque with the correction value only for a cylinder in which the variable valve timing control device in which an abnormality has occurred functions among the plurality of variable valve timing control devices. The torque control device according to any one of 1 to 4 .

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