JPH11141388A - Torque control method and device for drive unit of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set mutually different torque target values for several operation states and improve operability by forming a target torque value for adjusting a filling quantity and a target value which forms a rapid torque and adjusts output parameters for an engine from a plurality of target values. SOLUTION: An intake filling quantity for an internal combustion engine is controlled as a first target torque value function by an electronic controller 12 which inputs respective output signals of a pedal position measuring device 32, an engine rotation speed measuring device 34, and an engine load measuring device 38. An ignition angle or a fuel feeding quantity is controlled so as to adjust a rapid torque as a second target torque value function. In this case, at least, in a selected operation conditions, a torque target value for adjusting the filling quantity and a torque target value for the rapid torque adjustment are differed from each other. At least, a target value is used for deciding the torque target value and at the same time corrected for efficiency shift for forming the torque target value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an automobile (internal combustion engine)
The present invention relates to a method and a device for controlling a torque of a drive unit.

[0002]

2. Description of the Related Art Such a method or such a device is known from WO 97/13973. In this international patent application, a torque desired by the driver is determined as a target value based on at least a position of an operation element operable by the driver. In addition, torque target values are provided from external and internal (closed and open loop) control functions such as drive slip control, engine traction torque control, transmission control, rotational speed limits, speed limits and idling rotational speed limits. These setpoints are set substantially within the range of adjustment by means of maximum and minimum selection, by setting the torque setpoint for controlling the charge of the internal combustion engine and the control of at least one crankshaft synchronous adjustment in the internal combustion engine. Is converted to a target torque value. From the torque target value for the charge of the internal combustion engine, a target value for the position of the throttle flap, which regulates the air supply to the internal combustion engine taking into account other operating variables, is calculated. The desired torque value for the rapid adjustment path is converted into an ignition angle adjustment, an air-fuel ratio adjustment and / or the number of cylinders to be shut off, taking into account the respective operating variables, depending on the embodiment. In this way,
The torque of the internal combustion engine is controlled to a predetermined target value.

From International Patent Application No. 96/35874,
It is known to provide a so-called torque margin in idling. This serves to increase the charge of the internal combustion engine within a certain range. In order to keep the torque of the internal combustion engine constant, the ignition angle is adjusted accordingly. This shifts the efficiency of the internal combustion engine. However, rapid torque changes in the ascending and descending directions can be compensated for by adjusting the ignition angle. It is not described that this torque margin is taken into account in adjusting the torque target value.

[0004] German Patent Publication No. 195,238,981 discloses an anti-vibration function, which determines a torque change as a function of the rotational speed fluctuation so as to reduce the rotational speed fluctuation, the torque change being determined by the ignition angle. Is converted by the corresponding adjustment of.

[0005]

In some operating situations, it is desirable to provide different torque setpoints in the charge path and in the crankshaft synchronous path or in the path for the individual control variables. There is. It is an object of the present invention to provide a means to make this possible.

[0006]

In the torque control of a drive unit of a motor vehicle (internal combustion engine), in some operating states, in a charging path and a crankshaft synchronous path,
It is also desirable to provide different torque targets in the path for the individual control variables. In the torque control method and the device, a plurality of setpoint values are used to form a setpoint torque value for adjusting the charge and at least one setpoint value for adjusting an output parameter of the internal combustion engine which forms a rapid torque. In this case, the two target values are different from one another, and the formation of these target values is based on at least one different and / or corrected target value.

[0007]

FIG. 1 shows a control device for a multi-cylinder internal combustion engine 10. The control device includes an electronic control device 12, wherein the electronic control device 12 has at least one
It comprises one microcomputer 14, an input unit 16 and an output unit 18. Input unit 16, output unit 18, and microcomputer 1
4 are interconnected via a communication bus 20 for data exchange between them. The input unit 16 has input lines 22, 24, 28, 30 and 56 to 60.
Is supplied. In this case, the line 22 is from the measuring device 32 for measuring the pedal position, the line 24 is from the measuring device 34 for measuring the engine speed, the line 2
8 is a measuring device 38 for measuring a value indicating the engine load, and in a preferred embodiment a line 30 indicating a communication bus is provided with at least one control unit 40, for example a control unit for drive slip control, a transmission It originates from a control unit for control and / or a control unit for engine traction torque control. Depending on the exemplary embodiment, an air mass flow meter, an air volumetric flow meter or a pressure sensor for measuring the intake pipe pressure or the combustion chamber pressure is provided for measuring the value indicative of the engine load. The input lines 56 to 60 exit from the measuring devices 62 to 64 and via the input lines 56 to 60 drive units such as engine temperature, running speed, signals from knock sensors, etc. and / or other driving of the vehicle. Variables are supplied.

An output line 42 is connected to the output unit 18, and the output line 42 communicates with an electrically operated throttle valve 44 arranged in an intake system 46 of the internal combustion engine. Further, output lines 48, 50, 52, 54, etc. are shown,
These output lines are connected to a setting device for metering fuel to each cylinder of the multi-cylinder internal combustion engine 10 or are used for adjusting the ignition angle in each cylinder. Furthermore, in a corresponding embodiment, another output line 66 is provided, via which the setting element 68 of the loader (eg an exhaust gate valve) is operated.

The control device shown in FIG. 1 controls the output variables as a function of the input variables within the scope of the torque directing function. This is executed in the microcomputer 14.
The outline is shown by the general view of FIG. The diagram shown in FIG. 2 shows the entire torque directing function configuration. In this case, the individual blocks represent individual programs or program units that perform a given function.

[0010] The central element of the torque-directing function arrangement is the adjustment of the demand, which is performed in the adjustment unit 100, and exists as a torque setpoint or a torque change (efficiency). The adjusting unit 100 is supplied with an external torque target value, which is shown in FIG.
Are indicated by. Such external torque requirements are:
Driver desired torque mifa, target torque migs for transmission control during switching, and limited target torque miges for protection of the transmission, first and second target torques miasrs and miasrvorhal for drive slip control
t, a target torque mimsr for engine traction torque control, and a torque change dmar required by the vibration isolation function.
In this case, the desired torque mifa of the driver is formed in consideration of the engine speed, the minimum and maximum torques from the positions of the operation elements that can be operated by the driver, and is filtered by the filter. Furthermore, in one embodiment, the driver's desired torque is combined in a maximum value selection stage with the target torque mifgr of the drive speed control device, whereby the larger of both target torque values is taken as the driver's desired mifa. Exists. In another embodiment, the target torque mifgr is
02, and the above-described adjustment is performed in the adjustment unit 100. Instead of drive slip control and engine traction torque control, in one embodiment, a traction control is provided, which increases torque (eg, within traction torque limits) and decreases torque (eg, drive slip control). (In range). In a preferred embodiment, the transmission control during the shifting process supplies two torque targets, a target value migs for rapid adjustment and a target value migsl for the charge path. Thereby, the charging amount and the ignition angle are separately set before and during the switching,
Therefore, the switching process can be optimized.

In addition, a corresponding torque change dmllr is supplied from the idling control 104, and a limit target torque minmx is supplied from the rotation speed limit 106. Furthermore, the corresponding torque value mivmx is supplied from a speed limit not shown in FIG. Furthermore, in the preferred embodiment, the desired torque misstart at start-up, provided by the start function 108, is provided. Further, a limited target torque mims is supplied within the range of the component protection function 110. Other limit torque value m
ibgr limits the coupling torque present on the output side of the internal combustion engine, not shown. These target torques are present in any combination depending on the embodiment.

The target torque value min of the rotation speed limit 106
mx is formed when the actual rotation speed value exceeds the rotation speed limit value. The correction value derived therefrom is combined with the driver's desired torque mifa, thus forming an absolute torque target value or a percent torque target value, which reduces the rotational speed. The same applies to the case of the target value mivmx of the speed limit (not shown). At the target value mibgr, a limit value for the coupling torque as a function of the gear is provided in the characteristic curve or table. This limit value is converted into a target value for the combustion torque controlled in consideration of the loss of the drive unit,
This target value is supplied to the adjustment unit 100 as mibgr. Within the scope of the engine protection function, for example, when knock control is engaged very frequently, a torque limit is provided, which is derived from the driver's desired torque in the direction of decreasing the torque. In the case where the torque protection function is a function of temperature, when a predetermined limit temperature is exceeded, the limit torque mims is considered in consideration of the driver's desired torque.
The absolute or relative value for is determined. Correction value d of idling control (idling rotation speed control) 104
mlllr is formed as a function of the deviation between the target rotational speed and the actual rotational speed. The correction value dmar of the image stabilizing function is determined by the prior art described at the outset.

In addition to the variables shown, which regulate the torque of the internal combustion engine, other variables are supplied to the regulating unit 100 from a variable generating unit 112 for regulating the efficiency, and these variables do not directly regulate the torque of the internal combustion engine. Adjust the efficiency with. Such a variable is, for example, dmr
st, dmmark during heating of the catalyst, and / or dmrlllr during idling. In addition, a known adjustment of the efficiency of the internal combustion engine can be effected from outside via this adjustment path within the application and / or test process. Further, in some embodiments, a target torque mitebg is formed from the tank venting function to provide a minimum fill, and the target torque mitebg is formed.
g also shifts efficiency. In this case, this value
It is calculated from the minimum filling provided by the tank ventilation and essentially the rotational speed. The regulation of efficiency is also present in each embodiment in any combination.

As a function of the supplied variables, the regulating unit 100 determines the torque setpoint milso for the filling path.
1 and a torque setpoint misol for the crankshaft-synchronous rapid adjustment path. In a preferred embodiment, a torque setpoint misol for the fuel supply and optionally a torque setpoint mizsol for a different ignition angle are provided for rapid adjustment.
These target values are converted in a conversion stage 114 into available set values. In this case, the charge of the internal combustion engine is determined by operating the electrically operated throttle valve 44 (via line 116).
And / or by operation of the setting element of the radar control (via line 118). further,
In the rapid adjustment path, the fuel supply is adjusted (as indicated by line 120) (air-fuel ratio shift, individual cylinder shutoff, etc.), and the ignition angle is adjusted (as indicated by line 122). Will be The conversion of the setpoint torque value into individual setpoint values is substantially known from the prior art.

The above-described variable adjustment unit 100 for forming the target torque value will be described in detail below for the rapid adjustment path in FIG. 3 and for the filling path in FIG.

FIG. 3 shows an adjustment unit 100 for a rapid adjustment path, via which the fuel supply and / or the ignition angle are set as a function of the target torque. This rapid adjustment path is substantially equivalent to the minimum selection stage (MI
N) 200 and a maximum value selection stage (MAX) 202. In the minimum value selection stage 200, the driver's desired torque mifa, the target torque migs during the transmission switching process,
In addition, the desired torque miasrs for the drive slip control (or the torque reduction adjustment of the drive control) is supplied. Further, the target value limit torques mibgr, minmx and mivmx formed by the above data are supplied to the minimum value selection stage 200. The minimum value selection stage 200 selects the respective smallest value and divides it into the maximum value selection stage 20.
Output to 2. In the maximum value selection stage 202, the minimum value is the target value mi determined by the engine traction torque control.
msr (or the torque increase adjustment of the drive control). Then, the greater of each of the two values forms the desired value misol for the rapid adjustment path.

In a preferred embodiment, two setpoints are formed in the rapid adjustment path, in which case the setpoint misol formed as described above is the setpoint for controlling the fuel supply. From this, a torque target value mizsol for ignition angle adjustment is derived. The target value misol formed by the maximum value selection stage 202 is supplied to a limit stage 204. In the limiting stage 204, the target torque is limited to an upper limit corresponding to the basic torque mibas. This basic torque mibas is, in block 206, based on the engine speed and on the value indicating the charge of the internal combustion engine, the basic setting of the internal combustion engine with respect to the air / fuel ratio, the cylinder cutoff and / or the ignition angle at the actual operating point. It is formed in consideration of. The target value thus limited is determined by the addition stage 2
07, the torque correction value dm of the idling rotation speed
The correction is performed using the llr and the torque correction value dmar of the vibration reduction function. The target torque value thus limited or corrected is used as the target torque value mizsol for ignition in a certain operating state (switching element 208 is in the position of the broken line). This operating state is given, in particular, when idling control is active, ie when the driver has completely released the accelerator pedal. In other operating states, the target torque value mizsol with respect to the ignition angle
Is independent of the target torque value misol,
Is determined by the basic torque value mibas corrected using the correction value dmar (the switching element 208 is at the position shown in the figure).

The adjustment in the filling path is shown in the process diagram of FIG. The driver's desired mifa is first corrected (preferably by addition) in the first coupling stage 300 using the output dmlllr of the idling control 104 (FIG. 2) and the margin torque threshold dmlllmn for air flow regulation. The driver's desired torque changed in this way is supplied on the one hand to the maximum value selection stage (MAX) 302 and on the other hand to the division stage 304. In the division stage 304, the driver's desired torque is divided by the ignition angle efficiency etazwmn which can be set to a minimum in actual operating conditions. In this case, the efficiency is formed in the efficiency characteristic curve 305 as a function of the value of the ignition angle. The torque value divided by the efficiency is supplied to a minimum value selection stage (MIN) 306, which is further supplied with another torque value formed as described below. The respective smaller value is supplied further from the minimum value selection stage 306 and in the multiplication stage 308 the basic ignition angle, ie the ignition angle efficiency etazwbn of the ignition angle set under actual operating conditions without external adjustments Is multiplied by The ignition angle efficiency etazwbn is calculated in the efficiency characteristic curve 309 as a function of the actual basic ignition angle. The torque value multiplied by the efficiency is supplied to the maximum value selection stage 302. The desired torque of the driver to be set is the desired torque mi of the driver corrected by the values dmlllmn and dmlllr.
fa. This value is converted to a maximum settable value by division by the ignition angle efficiency etazwmn, at which change in ignition angle can keep torque constant. This value is compared in a minimum value selection stage 306 with a marginal torque value (see below) and the smaller value is converted by multiplication with etazwbn to a minimum settable torque value, in which case the ignition The maximum shift of the angle can keep the torque constant. Maximum value selection stage 30
2, the corrected driver's desired mifa
Is compared with possible filling settings taking into account the marginal torque and the minimum and maximum values, and the driver's desired torque mifafu for the filling amount is formed.

The larger of the values supplied to maximum value selection stage 302 is supplied to maximum value selection stage 310. In the maximum value selection stage 310, this value is compared with a desired torque value mimsr for the engine traction torque control or a desired torque value for adjusting the engine torque of the traction control device. The larger of both values is the minimum value selection stage 31
2 is supplied. The minimum value selection stage 312 includes, in addition to the torque target value, a target value minmx formed by the rotation speed limit 106 and a target value m formed by the speed limit.
ivmx, the value mibg formed by the joint torque limit
r, at least one engine (component) protection function 110
, A torque target value miasrl of the drive slip control (or traveling motion control device) for the filling amount path, a target value migsl of the transmission control for setting the filling amount during switching, and a shift. The target value miges used as machine protection is supplied. The minimum of these values is then output from the minimum selection stage 312 as the desired torque value milsol for the filling path and converted into a throttle valve position for controlling the filling.

The target torque value miasrl is determined by the coupling stage 31.
4. Combination (eg, addition) of two torque target values
In this case, one torque setpoint is the setpoint value miasrs on which the rapid adjustment path is based, and the other setpoint can adjust the charge of the internal combustion engine independently of the actual control state. The so-called sustained target value mias
rvorhart. The engine control unit also
These two target torque values are supplied from a control unit which calculates the drive slip control or the traction control.

The target torque value supplied to the minimum value selection stage 306 is formed in a maximum value selection stage 316. The maximum value selection stage 316 has a target value mitebgg for the tank ventilation function.
And the target value mitebg sets the minimum filling required by this function. The second torque value supplied to the maximum value selection stage 316 is the torque margin value mires. The greater of the two values is supplied to a minimum value selection stage 306 to determine the driver's desired torque mifafu for the charge. Torque margin target value mir
es is calculated in a combining stage 318 by combining the driver's desired torque mifal and the correction value formed in the maximum value selecting stage 320. In this case, the driver's desired torque mifal indicates the unfiltered driver's desired torque formed in consideration of the setting of the operating element, the minimum and maximum torques. In the steady state, mifa and mifal are the same, and in the dynamic state, mifa is m
ifal. The combination of combination stage 318 is an addition in the preferred embodiment. In this case, the value is added only when there is an operating state in which correction, that is, reduction in the efficiency of the internal combustion engine, is to be performed. In this case, the switching element 3
22 is switched to the position shown by the solid line, while the correction value is 0 except in this operating state. Such a driving state
Start-up, idling, catalyst heating or a given test or application process. In the memory, a correction value dmrkh for catalyst heating and a correction value dmrl for idling are stored.
lr and / or the correction value dmrst for the starting process
Is stored. These values may be stored as fixed values or formed as a function of operating variables such as temperature, catalyst temperature, rotational speed or elapsed time after start-up. When the operating condition for switching element 322 is present, the respective maximum value of the correction value is added to the driver's request and possibly increases the filling, which in the direction of the torque-directing function increases the ignition angle in the lagging direction. Change. In any case, as a result, the efficiency is lower than in a normal state in which the vehicle is driven at the optimum ignition angle. The adjustment of the torque by the ignition angle adjustment performed via the rapid adjustment path is possible in both directions in this operating state.

In an advantageous embodiment, the maximum selection stage 310 is arranged after the minimum selection stage 312. Similarly, in another embodiment, the engagement of the idling control is achieved by setting the output signal dmllr of the control device to the driver's desired mifafu or maximum value selection stage 310 for the filling amount.
(For example, addition) on the output signal of In this case, the variable dmlllmn is not used.

[0023]

According to the present invention, it is possible to obtain a different target value for each adjustment path or each adjustment variable by using different target values for adjusting the target torque value. This improves torque control. This is because certain operating conditions and / or dynamics requirements can be improved.

In order to provide a torque margin formed in a predetermined operating state, engagement of an idling rotational speed control device, setting of a minimum value by a tank ventilation function, and / or protection of a transmission inserted rearward, It is particularly advantageous to consider setting the target torque as a protection function for component protection and / or for limiting output torque in determining the torque target value for filling control.

[0025] In order to improve the dynamics of the engagement of the drive slip control with the control of the drive unit, two different torque setpoints are provided which provide different setpoints for the charging adjustment path and the crankshaft synchronization adjustment path, respectively. Is advantageous.

It is particularly advantageous that, within the scope of the adjustment of the torque demand for the crankshaft synchronous adjustment path, different target values are set for the cylinder configuration, for the adjustment of the air-fuel ratio, and for the adjustment of the ignition angle. It is. this is,
The engagement of the selected function with the torque of the internal combustion engine can be set as desired via a parameter (for example, an anti-vibration function and / or idling speed control), so that its response to dynamic demands Can be improved.

It is particularly advantageous for the engagement of the idle speed control in the filling path to be established such that the filling adjustment is initially performed from a predetermined value of the torque adjustment.

[Brief description of the drawings]

FIG. 1 is an overall block circuit diagram of a torque control device for a drive unit of an automobile (internal combustion engine).

FIG. 2 is a block diagram showing a principle function of a torque control device of a drive unit.

FIG. 3 is a process diagram of a preferred embodiment of the adjusting device for adjusting the torque in the adjusting path synchronized with the crankshaft.

FIG. 4 is a process diagram of a preferred embodiment of the adjusting device for adjusting the torque in the adjusting path of the filling amount.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Multi-cylinder internal combustion engine 12 Electronic control unit 14 Microcomputer 16 Input unit 18 Output unit 20 Communication bus 22, 24, 28, 30, 42, 48, 50, 52 ...
54, 56 ... 60, 66, 116, 118, 120,
122 line 32 measuring device (pedal position) 34 measuring device (engine speed) 38 measuring device (engine load) 40 control unit (drive slip control, transmission control, engine traction torque) 44 throttle valve 46 intake system 62 ... 64 Measuring device (other operation variables) 68 Setting elements (loader, exhaust gate valve) 100 Adjustment unit 102 Communication line 104 Idling control 106 Rotation speed limit 108 Start function 110 Component (engine) protection function 112 Generation of variables for efficiency adjustment Unit 114 Transmission 200, 306, 312 Minimum value selection stage 202, 302, 310, 316, 320 Maximum value selection stage 204 Limitation stage 206 Basic torque forming block 207, 209 Addition stage 208, 322 Switching element 300, 314, 318 Coupling Stage 304 Division stage 305, 309 Curve 308 Multiplication stage dmar Torque correction value obtained from vibration damping function dmlllmn Allowable torque threshold value for air amount adjustment dmllr Torque correction value from idling control dmrlllr Correction value for idling dmrkh Correction value for catalyst heating dmrst Correction value for starting process etazwbn Ignition angle efficiency etazwn Minimum settable ignition angle efficiency miasrl Torque target value of drive slip control for filling path miasrs First target torque of drive slip control (rapid adjustment) miasrvorhalt Second target torque of drive slip control (connection target Value) mibas Basic torque value mibgr Joint torque limit target value mifa Desired torque of driver (filtered) mifafu Desired torque of driver for filling amount H desired driver's desired torque (not filtered) mifgr target torque for travel speed control miges limited target torque for transmission protection migs target torque for transmission control during switching to rapid adjustment path migsl Target torque milsol Torque target value for filling amount path mims Limited target torque from component protection function mimsr Target torque for engine traction torque control minmx Limited target torque from rotation speed control mires Torque margin target value misol Target torque value for fuel supply desired start torque from start function mitebg target torque for tank ventilation function mivmx torque target value from speed limit mizsol torque target value for ignition angle

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 43/00 301 F02D 43/00 301H F02P 5/15 F02P 5/15 F K

Claims (11)

[Claims] 1. The charge of an internal combustion engine is controlled as a function of a first desired torque value (milsol) and at least one second desired torque value (misol, mizso).
parameters such as ignition angle or fuel supply, which allow rapid torque adjustment as a function of l), wherein said first and second target torque values (milsol, m
a torque control method for a drive unit of an internal combustion engine, wherein isol, mizsol) is formed by the individual functions and is determined on the basis of a target value for the torque of the internal combustion engine. Target torque (milsol) and the torque target value (misol,
mizsol), wherein at least one target value is used only for determining said torque target value, and at least one target value is used for an efficiency shift during the formation of the torque target value. And / or performing at least one of a correction and a torque control of the drive unit of the internal combustion engine. 2. From driving slip control or running motion control,
Two torque targets are provided, one of these torque targets being used for setting the rapid torque adjustment path, the combination of both torque targets being the charging path setting. 2. The method of claim 1, wherein the method is used for: 3. The method as claimed in claim 1, wherein a limiting target value for engine protection and transmission protection is used to adjust the charge. 4. The transmission according to claim 1, wherein a target torque value for adjusting the rapid torque adjustment path and a target value for adjusting the charge are provided during a transmission changeover. Or any of the three methods. 5. The method according to claim 1, wherein a desired torque of a driver is generated, and the desired torque is adjusted with respect to the filling amount path in consideration of at least an output signal of idling rotational speed control. Either way. 6. The method according to claim 5, wherein the desired torque of the driver is corrected as a function of a value given for the operating state in order to form a torque margin at a predetermined operating state. 7. The method according to claim 1, wherein a target value is provided from a tank ventilation function capable of setting the minimum filling amount. 8. The method of claim 2, wherein the path of the rapid torque adjustment is two times.
8. The method according to claim 1, wherein two target values are provided, one for the fuel supply and one for the ignition angle setting. 9. In a predetermined operating state, a torque target value for the ignition angle setting is determined in consideration of an adjustment and an anti-vibration function of an idling control device based on the torque target value for the fuel supply amount. 9. The method of claim 8 wherein: 10. In a predetermined operating state, a torque target value for the ignition angle is formed based on a basic torque value indicating a torque set by the internal combustion engine without external adjustment and in consideration of an anti-vibration function. 10. The method according to claim 8 or claim 9, wherein 11. A first target torque value (milsol)
Of the internal combustion engine as a function of the internal combustion engine and at least one second desired torque value (misol, mizso)
l) a control unit for controlling parameters such as ignition angle or fuel supply, which allows rapid torque adjustment as a function of l); and said first and second setpoints (milsol, miso).
(m) based on a target value for the torque of the internal combustion engine formed by the individual functions, and a torque control device for a drive unit of the internal combustion engine, comprising: At least in the selected operating state, a torque setpoint (milsol) for the adjustment of the filling and a torque setpoint (misol, mizso) for the rapid torque adjustment, which are different from one another.
l) wherein the adjusting unit uses at least one target value only for the determination of the torque target value, and uses the at least one target value in forming the torque target value. A torque control device for a drive unit of an internal combustion engine, which performs at least one of correction for an efficiency shift.