Abstract: The invention relates to a control device applied to an engine including a controlled object and for controlling the operation state of the controlled object such that the controlled output from the controlled object corresponds to the target controlled output. In the invention, when the reference engine state parameter is maintained constant during the predetermined time period and it is predicted that the reference engine state parameter changes at the predetermined time period having elapsed, the primary or secondary predicted controlled output which satisfies the output control condition at the predetermined time period having elapsed assuming that the reference engine state parameter does not change during the predetermined time period is calculated as a look-ahead predicted controlled output and then, the target controlled output setting logic for performing the functions of the target controlled output setting architecture is corrected on the basis of the look-ahead predicted controlled output.

Abstract: A vehicle control system to prevent a vehicle stopped in the autonomous mode from being started undesirably is provided. The vehicle control system is configured to select an operating mode from an autonomous mode and a manual mode, and to select a drive range from a drivable range and a non-drivable range. A controller is configured to detect a fact that a door is opened, that a door lock is unlocked, or that a seatbelt is unfastened. If at least any of those facts is detected, the controller shifts the drive range to the non-drivable range or shifts the operating mode to the manual mode.

Abstract: An ECU has an output-value obtaining portion, a preignition estimating portion and a valve-opening-time controller. The output-value obtaining portion obtains the output value of the knock sensor, which corresponds to an intensity of an engine knocking. A preignition estimating portion estimates that a preignition will be generated in an internal combustion engine, when the obtained output value is greater than or equal to the specified threshold. When the preignition estimating portion estimates that a preignition will be generated, the exhaust-valve timing control mechanism advances the opening time of the exhaust valve to suppress the preignition.

Abstract: A system according to the principles of the present disclosure includes an engine air sensor, an engine air prediction module, and an engine actuator module. The engine air sensor measures an engine air parameter at a first rate. The engine air parameter includes at least one of a mass flow rate of air flowing into an intake manifold of an engine, a pressure within the intake manifold, and a mass of air within a cylinder of the engine. The engine air prediction module predicts the engine air parameter at a second rate that is greater than the first rate. The engine actuator module controls an actuator of the engine based on at least one of the measured engine air parameter and the predicted engine air parameter.

Abstract: A method and system for improving vacuum generation for a vehicle is described. In one example, engine speed and alternator load are adjusted in an alternating manner to increase and amount of vacuum provide by an engine to a vacuum reservoir.

Abstract: Provided are a controller and a control method for a homogeneous charge compression ignition engine, which are capable of obtaining a highly efficient and stable combustion state over a wide range of load condition. A correction factor computing section executes combustion control with an excess air ratio smaller than approximately 3 when a predetermined condition is satisfied and computes a correction factor for correcting deviations between execution values of valve-opening timings and valve-opening periods of an intake valve and an exhaust valve and basic valve-opening timings and basic valve-opening periods of the intake valve and the exhaust valve which are previously determined for each operation condition, based on a timing at which an ion current becomes maximum detected by a combustion-timing detection section, in the combustion control with the excess air ratio smaller than approximately 3.

Abstract: Systems, methods and apparatus are disclosed for disabling control of one or more outputs of an internal combustion engine system in response to an engine-out NOx sensor during a high frequency pressure pulsation associated with the exhaust gas at the engine-out NOx sensor. A high frequency pressure pulsation event may be determined in response to a pressure sensor measurement, or in response to operating parameters of one or more components of the system indicating high torque output conditions, and/or by a blade position of a turbine adjacent the NOx sensor indicating passage of the exhaust gas pressure pulsations to the NOx sensor.

Abstract: An ECU has an output-value obtaining portion, a preignition estimating portion and a valve-opening-time controller. The output-value obtaining portion obtains the output value of the knock sensor, which corresponds to an intensity of an engine knocking. A preignition estimating portion estimates that a preignition will be generated in an internal combustion engine, when the obtained output value is greater than or equal to the specified threshold. When the preignition estimating portion estimates that a preignition will be generated, the exhaust-valve timing control mechanism advances the opening time of the exhaust valve to suppress the preignition.

Abstract: The control apparatus includes a transient-state ignition-timing correction unit in which, in order to set a change in ignition timing made coincident with a change in an internal EGR temperature and also made coincident with the strength of the transient when the transient operating state occurs, an ignition-timing correction-coefficient during the transient operating state and after the transient operating state is calculated in accordance with an internal EGR temperature discrepancy-degree derived from the internal EGR temperature and a steady-state exhaust-gas temperature, and with transient strength derived from a magnitude of change in the operating state and an elapse time since the transient operating state has started, and the ignition timing is corrected by a transient-state ignition-timing correction-coefficient.

Abstract: In a fuel supplying controller detecting a clogging of a fuel filter, a timer count portion includes a steady count portion and an unsteady count portion. The steady count portion adds a steady count value to a timer counter in a steady state where a vehicle-state value is less than a threshold. The unsteady count portion adds an unsteady count value that is greater than the steady count value to the timer counter in an unsteady state where the vehicle-state value is greater than or equal to the threshold.

Abstract: Systems and methods for improving hybrid vehicle performance and efficiency attributes are presented. In one example, an electric machine maximum available torque is controller limited so as to improve conservation of battery charge and driveline performance consistency. The electric machine torque may be limited as a function of driveline speed, battery discharge limit, and other parameters.

Abstract: A system and method for controlling a hybrid vehicle having an engine configured to automatically stop in response to an engine stop request and automatically start in response to an engine start request include selectively inhibiting an engine stop request based on an anticipated duration of an expected decreased driver power command state to reduce occurrence of successive automatic stops and automatic starts.

Abstract: A method of assessing the functioning of an EGR cooler of an EGR system in an internal combustion engine, wherein the EGR cooler can be selectively operated in a first and a second operating condition; and wherein the engine comprises at least one cylinder equipped with a pressure sensor. The assessment of the functioning of the EGR cooler is based on the variation of a combustion characteristic value depending on cylinder pressure (CA50), upon switching of the EGR cooler from a first to a second operating condition.

Abstract: Methods and systems are described for an engine with a cam torque actuated variable cam timing phaser. Phaser positioning control is improved by reducing inaccuracies resulting from inadvertent spool valve and/or phaser movement when the spool valve is commanded between regions. In addition, improved spool valve mapping is used to render phaser commands more consistent and robust.

Abstract: An evaporated fuel treatment apparatus includes a diagnosis section for leak diagnosis of an evaporated fuel tightly-closed system. In first diagnosis stage in which an atmosphere on-off valve is in close state after an ignition switch is turned off, the diagnosis section performs first leak diagnosis, based on relationship between tank internal pressure detected by a tank internal pressure sensor and first threshold value; and in second diagnosis stage in which the atmosphere on-off valve is in close state after completion of first leak diagnosis, the diagnosis section performs second leak diagnosis, based on relationship between tank internal pressure detected by the tank internal pressure sensor and second threshold value. The atmosphere on-off valve is once opened after completion of first leak diagnosis. First threshold value is set with larger deviation from the atmospheric pressure compared with second threshold value used in second diagnosis stage.

Abstract: In one aspect, a method for controlling operation of an internal combustion engine is described. The engine is operated in a skip fire manner such that selected skipped working cycles are skipped and selected active working cycles are fired to deliver a desired engine output. A particular level of torque output is selected for each of the fired working chambers. Various methods, arrangements and systems related to the above method are also described.

Abstract: One or more testing devices used for a test, a device management apparatus that is communicably connected to the testing devices to manage the testing devices, and an automatic test management apparatus that sets a schedule of the test, and on the basis of the schedule, issues a command to the device management apparatus are provided. The device management apparatus is provided with a disconnecting/connecting operation sensing part that senses that a disconnecting/connecting operation for connecting or disconnecting any of the testing devices has been performed; and a management main body part that, in the case where the disconnecting/connecting operation sensing part detects a connecting operation, starts a predetermined connecting protocol for establishing a connecting state and starts management of the testing device, as well as in the case where the disconnecting/connecting operation sensing part detects a disconnecting operation, canceling the connection to terminate the management of the testing device.

Abstract: A system for fuel injection control in internal combustion engine is provided. Fuel is injected during exhaust stroke from a fuel injector for port injection upstream of an intake valve. In-cylinder temperature as the engine cylinder undergoes compression is predicted. Fuel is injected during intake stroke from the fuel injector to supply fuel to the inside of the cylinder upon determining that the predicated in-cylinder temperature is greater than a temperature beyond which pre-ignition is expected to happen.

Abstract: A control device acquires various requests concerning the performance of an internal combustion engine and sets a request-specific constraint on a control amount value. The constraint is expressed as a set of constraint index values assigned to individual control amount values, and the distribution of the constraint index values is varied in accordance with the type of a request. The control device integrates the constraint index values for each control amount value and then, in accordance with the distribution of the integrated constraint index value for a control amount, determines a limitation of the control amount. The control device determines a target control amount value within the limitation and controls the internal combustion engine in accordance with the target control amount.

Abstract: An electronic control system in which a sensor transmits a data to a control unit is provided. In one embodiment, the sensor includes a first detector and a second detector each converting a physical quantity of a detection target into a digital data. An output portion of the sensor outputs in turn a normal data and a monitor data associated with each other. The normal data is the digital data outputted from the first detector, and the monitor data is a reversed data of the digital data outputted from the second detector. The control unit determines that at least one of the first detector, the second detector and the output portion has failure when the reversed data does not match the normal data.

Abstract: Methods and systems are provided for estimating a fuel canister purge flow based on outputs of an intake manifold oxygen sensor. For example, during boosted engine operation when exhaust gas recirculation (EGR) is flowing below a threshold and purge is enabled, purge flow may be estimated based on changes in the sensor output while modulating a canister purge valve between an open and closed position. Then, during subsequent operation wherein EGR and purge flow are enabled, the output of the sensor may be adjusted based on the estimated purge flow.

Abstract: An object of the present invention is to enable a requested efficiency by cylinder group that is requested from a viewpoint of exhaust gas performance to be realized precisely when an internal combustion engine having a single throttle shared by a plurality of cylinder groups, and having an exhaust gas purifying catalyst for each of the cylinder groups is operated at a different air-fuel ratio at each of the cylinder groups. To this end, a control device for the internal combustion engine provided by the present invention calculates an efficiency ratio of a representative efficiency determined based on the requested efficiency by cylinder group and a requested efficiency by cylinder group, and calculates a requested torque by cylinder group by dividing a requested torque by the efficiency ratio for each of the cylinder groups.

Abstract: A method for operating an internal combustion engine having at least one venting duct running from a crank chamber of a crankcase to an intake manifold, includes the steps of measuring a fresh air mass flow supplied to the internal combustion engine with an air mass sensor, determining a cylinder charge of at least one cylinder of the internal combustion engine depending on the measured fresh air mass flow, determining during operation a pressure of the crank chamber, and correcting the determined cylinder charge depending on a measured change of the pressure in the crank chamber. A control element for a controller of an internal combustion engine, in particular an automobile, carrying out the method, and an internal combustion engine, in particular in an automobile, with such control element are also described.

Abstract: A system is described for modeling various states of an operating engine and the adjustment of one or more operating characteristics of the engine based upon such modeling. A representative rate of change of a system mass for an engine is determined based upon, at least in part, a first state equation. A first representative mass flow approximating a mass flow across a throttle is determined based upon, at least in part, a second state equation. A second representative mass flow approximating a mass flow across an exhaust gas recirculation valve is determined based upon, at least in part, a third state equation. Determining the first representative mass flow includes specifying a throttle time constant modifier for the second state equation. Determining the second representative mass flow includes specifying an exhaust gas recirculation valve time constant modifier for the third state equation.

Abstract: A system for determining a vehicle door axis adjustment amount may include a plurality of first setting jigs fixed to a sealing flange of a vehicle body and configured to adjust a position of a door with respect to the vehicle body in a vehicle width direction, a second setting jig configured to support the door and adjust a position of the door with respect to the vehicle body in an up and down direction, and an eccentricity measurement bolt configured to temporarily assemble a door hinge bracket of a door hinge mounted on the vehicle body with the door and measure eccentricity with respect to a hinge bracket bolt hole formed in the door using a gauge.

Abstract: An apparatus for detecting imbalance abnormality in an air-fuel ratio between cylinders in a multi-cylinder internal combustion engine is disclosed. The apparatus includes an imbalance determining unit programmed to determine imbalance in an air-fuel ratio of a first cylinder belonging to a cylinder group based upon a difference value between an index value correlative with a crank angular speed detected in the first cylinder and an index value correlative with a crank angular speed detected in a second cylinder belonging to another cylinder group, and further a correction unit programmed to correct the difference value for the first cylinder based upon the index value detected in at least one of other cylinders belonging to the same cylinder group as that of the first cylinder.

Abstract: The control device of the present invention causes an engine to perform both partial cylinder operation and also all-cylinder operation, and moreover changes the operating point of the engine when the motor torque of a second motor-generator enters into operating point changeover ranges R1 and R2. The operating point changeover range R2 when the engine is performing partial cylinder operation is set to be wider, as compared to the operating point changeover range R1 when the engine is performing all-cylinder operation.

Abstract: A cylinder control module generates a desired cylinder activation/deactivation sequence for a future period based on Q predetermined cylinder activation/deactivation sub-sequences used during a previous period, a desired number of cylinders to be activated during a predetermined period including the previous and future periods, and an operating condition. Q is an integer greater than zero. The cylinder control module activates and deactivates opening of intake and exhaust valves of first and second ones of the cylinders that are to be activated and deactivated based on the desired cylinder activation/deactivation sequence, respectively. A fuel control module provides and disables fuel to the first and second ones of the cylinders, respectively.

Abstract: A compressor (5) of a turbo supercharger (3) is located between an air flow meter (12) and a throttle valve (13). An EGR passage (21) is connected to an intake passage (10) at a joint (22) upstream of the compressor (5). The following relationship (1) is satisfied between an intake passage volume (V1) from the air flow meter (12) to the junction (22), an intake passage volume (V2) from the compressor (5) to the throttle valve (13) and a maximum boost pressure (Pb) under operating conditions in which the introduction of EGR gas is performed, in order to prevent a mixed gas of fresh air and EGR gas from flowing back to the air flow meter (12) even under the maximum boost pressure (Pb).

Abstract: A method and a device for supporting a driver of a motor vehicle in utilizing an automatic engine start-stop system of the vehicle is provided. A method includes predetermining or determining a first limit value tG1 that indicates a time, which, after an engine has been stopped through the start-stop system, has to elapse until an energy saving through the stopping of the engine compared with a continued operation of the engine is obtained. A time currently carried out through the start-stop system is registered, where t0 is a point of time at which the engine is stopped through the start-stop system and t is a time. A visually, haptically, and/or acoustically perceptible information dependent on the tG1 and ?t(t) from which the driver can gather the time with effect from which the engine stop leads to the energy saving is generated and output.

Abstract: Systems and methods are provided for transitioning between a first combustion mode and a second combustion mode in an internal combustion engine. A current operating point of the engine is identified and a target operating point for the internal combustion engine in the second combustion mode is also determined. A predefined optimized transition operating point is selected from memory. While operating in the first combustion mode, one or more engine actuator settings are adjusted to cause the operating point of the internal combustion engine to approach the selected optimized transition operating point. When the engine is operating at the selected optimized transition operating point, the combustion mode is switched from the first combustion mode to the second combustion mode. While operating in the second combustion mode, one or more engine actuator settings are adjusted to cause the operating point of the internal combustion to approach the target operating point.

Abstract: A control apparatus for an internal combustion engine includes a cylinder internal pressure sensor, a fuel injection parameter calculator, a driving device, and a sensor output signal processing device. The sensor output signal processing device is configured to set a noise reduction period in accordance with an opening time and an opening start time of a fuel injection valve and is configured to reduce, during the noise reduction period, noise that is included in a cylinder internal pressure sensor output signal and that is caused by opening of the fuel injection valve.

Abstract: Provided are a control device and a control method for an internal combustion engine, which enable a throttle-valve upstream pressure through simple calculation processing without being affected by a state of an opening degree of a wastegate valve (WGV). When a wastegate (WG) command value to a WGV driving section (212) for driving a WGV (33a) provided in a bypass passage (33) which bypasses a turbocharger (32) is to control supercharging to be weakened to the lowest level, the throttle-valve upstream pressure is estimated from an exhaust-gas amount. Otherwise, a value obtained by adding a preset value to an intake-manifold pressure is used as a throttle-valve upstream pressure estimate value. As a result, the throttle-valve upstream pressure is estimated with high accuracy by an inexpensive configuration without mounting a throttle-valve upstream pressure sensor, and then engine control is performed.

Abstract: A control system for an engine includes a target air per cylinder (APC) module, a target area module, and a phaser scheduling module. The target APC module determines a target APC based on a target spark timing, a target intake cam phaser angle, and a target exhaust cam phaser angle. The target area module determines a target opening of a throttle valve of the engine based on the target spark timing, the target intake cam phaser angle, and the target exhaust cam phaser angle. The target area module controls the throttle valve based on the target opening. The phaser scheduling module determines the target intake and exhaust cam phaser angles based on the target APC. The phaser scheduling module controls intake and exhaust cam phasers of the engine based on the target intake and exhaust cam phaser angles, respectively.

Abstract: An engine has a controller for causing an EGR system to disallow EGR while concurrently executing a strategy for evaluating calibration of a mass airflow sensor in an intake system by operating the engine at each of different combinations of engine speed and engine load, and for each combination of engine speed and engine load, recording a corresponding output signal of the sensor and also calculating mass flow passing through an intake manifold as a function of intake manifold pressure, intake manifold temperature, speed of the engine, and volumetric efficiency of the engine. The output signal of the MAF sensor and the calculated mass flow passing through the intake manifold at least one combination of engine speed and engine load are used to evaluate the calibration the MAF sensor.

Abstract: Methods and systems are provided for adjusting an anticipatory controller of an exhaust gas sensor coupled in an engine exhaust. In one embodiment, the method comprises adjusting fuel injection responsive to exhaust oxygen feedback from the anticipatory controller of the exhaust gas sensor and adjusting one or more parameters of the anticipatory controller responsive to a type of oxygen sensor degradation. In this way, the anticipatory controller may be adapted based on the type and magnitude of the degradation behavior to increase performance of the air-fuel control system.

Abstract: A cooling apparatus for an internal combustion engine includes a fan that cools a coolant by operating at least at a first drive voltage and a second drive voltage higher than the first drive voltage; and a control unit that drives the fan at the first drive voltage when a vehicle is driven at a low vehicle speed that is a vehicle speed lower than a vehicle speed threshold and a coolant temperature is higher than a fan low-voltage activation threshold.

Abstract: Methods and systems are provided for improving air intake system hydrocarbon trap purging during engine-off time in a hybrid electric vehicle. One method includes opening the throttle during vehicle motion under battery operation and allowing airflow through the trap to purge its contents into the fuel canister via the canister purge valve. Upon transition into the engine-on mode, fuel vapors are released from the canister into the engine intake.

Abstract: Techniques for ability enhancement are described. In some embodiments, devices and systems located in a transportation network share threat information with one another, in order to enhance a user's ability to operate or function in a transportation-related context. In one embodiment, a process in a vehicle receives threat information from a remote device, the threat information based on information about objects or conditions proximate to the remote device. The process then determines that the threat information is relevant to the safe operation of the vehicle. Then, the process modifies operation of the vehicle based on the threat information, such as by presenting a message to the operator of the vehicle and/or controlling the vehicle itself.

Abstract: A system includes a mass determination module and a torque estimation module. The mass determination module determines a fuel mass injected into a cylinder of a homogeneous charge compression ignition (HCCI) engine for a combustion event in the cylinder. The torque estimation module estimates a torque output of the HCCI engine based on the fuel mass.

Abstract: A method for controlling a diesel engine is disclosed in which the diesel engine is controlled to produce less soot when the operating state of an associated emission control device such as a diesel particulate filter or the amount of a contaminant such as fuel or soot in the oil used to lubricate the diesel engine exceed predetermined respective thresholds.

Abstract: One embodiment provides a method of operating a first motor/generator and a second motor/generator in a vehicle drive. The first motor/generator is electrically coupled to the second motor/generator by a DC bus. The vehicle drive is configured to propel a vehicle. The method includes operating the first motor/generator as a generator, providing electrical power to the DC bus. The first motor/generator provides the electrical power required by the second motor/generator and the electrical power required to offset losses. The method also includes operating the second motor/generator as a motor, consuming electrical power from the DC bus. The sum of the electrical power provided, the electrical power losses, and the electrical power consumed is zero. The first motor/generator provides electrical power and the second motor/generator consumes electrical power without providing electrical power to an energy storage device or consuming electrical power from an energy storage device.

Abstract: A vehicle is provided with a powertrain including an electric motor, an internal combustion engine, and a turbocharger. The vehicle further includes a controller programmed to apply a variable filter to engine torque commands that are responsive to driver demand. The filter affects commands having a rate of increase greater than a predetermined threshold such that corresponding rates of increase in both engine torque and turbocharger speed are limited to respective rates less than the maximum available levels in order to reduce a surge in engine output emissions. The controller additionally issues commands for motor torque such that overall powertrain torque satisfies the driver demand.

Abstract: A method of estimating the fuel consumption of a vehicle, said method comprising the steps of estimating an overall power of said vehicle, by estimating a rolling power component, an aerodynamic resistance component and an acceleration component, using at least one parameter obtained from an on board diagnostic system of the vehicle; determining the type of fuel used by the vehicle; and estimating said fuel consumption by summing said components of said overall power and dividing by the energy value of said fuel type and by a predetermined engine efficiency value.

Abstract: A method is provided to control a drivetrain of a vehicle, especially a utility vehicle, wherein the drivetrain includes an engine with a cooling system. The cooling system includes a fan. The cooling system and the drivetrain are controlled by an electronic control unit (ECU). The ECU has access to a navigation system with topographic data. The method includes determining a topology of an upcoming route of the vehicle, estimating the load of the engine dependent of the topology of the upcoming route, estimating a temperature variation of the cooling system during the upcoming route, and controlling the drivetrain dependent on the estimated temperature variation, such that an actual temperature of the cooling system is kept below a temperature threshold value during the upcoming route of the vehicle. The temperature threshold value is dependent on a temperature at which said fan is activated.

Abstract: A control system for a vehicle includes: an engine; a first electric motor configured to output a starting torque for starting the engine; a second electric motor configured to output a starting torque for starting the engine and a running torque; an electrical storage device configured to supply electric power to the first electric motor and the second electric motor; and a controller configured to start the engine with the use of both the first electric motor and the second electric motor at the time of starting the engine when the sum of a required driving torque that is required for the vehicle and a required starting torque that is required to start the engine is larger than a maximum output torque of the second electric motor, which is outputtable at the electric power from the electrical storage device.

Abstract: An ECU executes a program including the steps of: calculating a period of time elapsing after a stage was immediately previously shifted before the stage is currently shifted; if the elapsed period of time is at most a predetermined period of time, performing a process to advance an elevation rate applied to the rotation speed of an engine; determining an elevation rate applied to the rotation speed of the engine; and performing a process to control elevating the rotation speed of the engine.

Abstract: A method for controlling a hybrid vehicle having an engine includes automatically stopping the engine in response to vehicle power demand dropping below currently available electrical power while trailering, and automatically starting the engine when vehicle power demand is at a first offset below currently available electrical power. A hybrid vehicle includes an engine, an electric machine, a trailer hitch, and a controller configured to, in response to the vehicle trailering, command the engine to start at a torque offset below an unladen vehicle engine torque pull up schedule, where the torque offset is based on vehicle loading. A method for controlling a hybrid vehicle having a trailer hitch includes detecting the trailer hitch being in use, commanding an engine to stop, and commanding the engine to start in response to a torque to accelerate being within a predetermined offset below an unladen vehicle torque pull up schedule.

Abstract: A six-stroke engine system including an engine with a combustion chamber including an exhaust valve that expels exhaust gasses, a blowdown exhaust valve that expel blowdown exhaust gasses during recompression, and an intake valve and a blowdown compressor intake valve that introduce air. An exhaust line directs exhaust gasses to drive a turbine, which drives a compressor. An intake line receives compressed air from the compressor and directs it into the combustion chamber through the intake valve. A blowdown exhaust line, separate from the exhaust line, directs blowdown exhaust gasses from the blowdown exhaust valve to drive the blowdown turbine, which drives a blowdown compressor. A blowdown compressor line directs compressed air from the intake line into the blowdown compressor, and directs super-compressed air from the blowdown compressor through the blowdown compressor intake valve during recompression.

Abstract: A driving torque control device for a hybrid vehicle has an engine torque estimation unit configured to estimate an engine torque by compensating for a retardation caused by a delay filter in an engine torque instruction value, and a retardation factor selection unit configured to select, as a retardation factor indicating a retardation degree of the delay filter, any one of an increase-side retardation factor for a case where the engine torque instruction value increases and a decrease-side retardation factor for a case where the engine torque instruction value decreases. The retardation factor selection unit performs switching between the increase-side retardation factor and the decrease-side retardation factor in a case where a difference between the engine torque estimation value and the engine torque instruction value as a filter input value is equal to or smaller than a predetermined value.