JPH0241690A - Controller for engine - Google Patents

Abstract

PURPOSE:To prevent acceleration from deteriorating by inhibiting the generating operation of a motor driven generator for a predetermined period of time after the addition of a torque to the shaft output of an engine is completed when a normal torque is added to the shaft output of the engine by operating the motor-driven generator connected to the engine as a motor. CONSTITUTION:Torque control means connected to the output shaft of an engine is operated as a motor at the time of acceleration and as a generator at the time of charging a battery. That is, when an accelerating state is detected by acceleration detecting means, torque adding means is operated to operate torque control means as a motor. If the accelerating state is not detected by the detecting means, the generating operation of the control means is inhibited during a predetermined period of time by inhibiting means. Thus, it can prevent the acceleration from deteriorating by the generating operation of the control means.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention is capable of generating torque by switching between a motor action and a power generation action of a motor-generator connected to the output shaft of an engine, which integrates an electric motor and a generator. The present invention relates to an engine control device that performs control, and particularly relates to maintaining acceleration performance during acceleration.

(Prior Art) In order to start an engine, a starter motor is generally used. This starter motor output is transmitted to the engine crankshaft by a gear mechanism, and the engine is started. The vehicle is also equipped with a generator (alternator) for charging the battery. Recently, attention has been paid to the similarities in the mechanisms and operating principles of generators and electric motors (motors), and so-called motor generators that integrate electric motors and generators have appeared (for example, -5
No. 4949, JP-A-61. -61926 etc.).

In particular, in this Japanese Patent Application Publication No. 6], -6], 926,
During acceleration, the motor generator strengthens its function as a motor and increases the amount of additional torque.

(Problem to be Solved by the Invention) However, during acceleration, the motor-generator acts as a motor, which consumes battery power. Then, a power generation action is required to charge the battery, and as a result of the power generation action to charge the battery,
The power generation action acts as a negative torque on the engine, resulting in poor acceleration.

Therefore, the present invention was proposed in order to eliminate the drawbacks of the above-mentioned conventional examples, and its purpose is to provide an engine that includes an electric motor and a generator as torque control means, in which acceleration performance is deteriorated due to the power generation action of the motor generator. The aim is to propose an engine control device that prevents this.

(Means and operations for achieving the object) The configuration of the present invention for achieving the object 1 includes, as shown in FIG. 1, an electric motor and a generator connected to the output shaft of the engine,
A torque control means for controlling shaft output torque by switching between a motor action and a power generation action, a means for detecting an acceleration state, and a means for causing the torque control means to exert a motor action in an acceleration state to adjust the shaft output of the engine. The present invention is characterized in that it comprises a torque adding means for adding torque, and a prohibiting means for prohibiting the power generation operation of the torque control means for a predetermined period after the end of the torque application.

(Example) An example in which the present invention is applied to an automobile gasoline engine in which a motor generator is directly connected to the crankshaft will be described below with reference to the accompanying drawings.

<Configuration of Example Apparatus> FIG. 2 shows the overall configuration of an engine system according to the example. First, the configuration of the entire system will be described, although a description of the configuration that operates as a motor device and a power generation device will be given later.

In FIG. 2, the outer periphery of the flywheel 2 attached to the crankshaft 1 and the non-rotating part around it,
Electromagnetic coils 7 - configuring the power generation device and electric drive device
9 are arranged. 3 is a cylinder block in which an engine cylinder (not shown) is housed. Reference numeral 100 is a motor generator device, which also has a clutch function.

The structure of this motor generator device 100 will be explained later with reference to FIG.

20 is a transmission. 31 is a battery, 32 is an electronic control unit (ECU), and 28 is timing-controlled by the ECU 32 to supply three-phase AC current to the electromagnetic coil 9 on the stator (described later) side, and also to the rotor (described later).
This is a power controller for supplying current to the side coils 8.9. Reference numeral 24 denotes a pulley that is directly connected to the crankshaft 1 of the engine and rotates, and this pulley 24 is provided with a crank angle sensor 25 as described later. The output of this sensor 25 (R signal and 2 signals described later) is sent to the amplifier 26.
is amplified by Based on this sensor output, in this embodiment, it is determined whether it is the timing to add torque or the timing to absorb torque.

22 is a throttle valve that adjusts the amount of air supplied to the engine cylinder; 23 is the opening degree TV of this throttle valve 22;
This is an opening sensor that detects O.

In this embodiment, the acceleration state is determined based on this throttle opening TVO. Further, 24 is a clutch pedal.

A key switch 30 includes a start switch 30a and an ignition switch 3ob. 29 is a relay circuit, which controls power supply to the power controller 28, ECU 32, etc. after the ignition is turned on. That is, when the ignition switch 30b is turned on, the relay circuit 29 is closed and the power controller 28. Power is supplied to the ECU 32. This relay circuit is activated by the power controller 28 only when the ignition is turned off. ECU
As will be described later, the ECU 32 opens this relay circuit 29 with an OFF signal under program control.

Reference numeral 61 denotes a RAM memory directly connected to a battery, and has a battery backup configuration so that stored data does not disappear even after the ignition is turned off. The data stored in this memory 61 stores the stop position of the flywheel 2.

FIG. 3 is a sectional view showing the inside of the motor generator 100 in detail. That is, the flywheel 2 is attached to the side end of the crankshaft 1 on the side of the cylinder block 3, the clutch mechanism 4 is installed on the outside of the flywheel 2, and the clutch housing 5 is attached around the flywheel 2. A member 6 is fixed to the cylinder block 3. In this portion, a fixed side electromagnetic coil (hereinafter referred to as "stator coil") 7 is installed on the inner peripheral surface of the mounting member 6 via a supporter 6a. The stator coil 7 and the magnetic body 18 constitute a stator magnetic circuit.

In addition, two types of rotating electromagnetic coils (hereinafter referred to as "motor coil 8" and "power generation coil 9") are installed on the outer peripheral surface of the flywheel 2.
) 89 and a magnetic body 10. The morph coil 8 or the power generation coil 9 and the magnetic body 10 constitute a magnetic circuit of the rotor. The stator coil 7 and the magnetic body 18 are abbreviated as stator for simplicity.
The coils 8 and 9, the magnetic body 10, and the flywheel 2 are abbreviated as a rotor for the sake of simplicity.

Further, a commutator 11 and a slip ring 12 are provided on the outer circumference of the crankshaft 1 inside the flywheel 2.
are provided, each of which is in contact with a bushing 13,14.

The stator coil 7 serves as a motor coil and an alternator coil. The wiring structure is 5B
As schematically shown in FIG.
Receive from 8. As will be described in detail later, in this controller 28, under the control of the ECU 32, the circuit connected to the stator coil 7 is switched between electrical driving and power generation.

Two types of coils 8 and 9 installed on the outer periphery of the flywheel 2 serve as the armature coil of the motor and the field coil of the alternator, respectively, and the motor coil 8 is as shown in FIG. 5A. It has a predetermined wiring structure equivalent to a motor armature coil,
It is connected to a controller 28 via a commutator 11. The power generation coil 9 is arranged in a meandering manner as shown in FIG. 6B, and is connected to the power controller 28 via the slip ring 12.

FIG. 5B shows the direction of coil current when motor generator 100 performs motor action. In the figure, the stator coil 7 is connected to the power controller 28 via the terminal a.
When the motor coil 8 is energized, the stator side (the inner circumference of the mounting member 6) and the rotor side (the outer circumference of the flywheel 2) are magnetized with a predetermined polarity. It fulfills its role and applies positive torque to the crankshaft 1. That is, as shown in FIG. 5B, the motor coil 8 has a current flowing from above to below, perpendicular to the plane of the paper, and
On the contrary, the coils are wired so that the current flows alternately from the bottom to the top. On the other hand, in the stator coil 7, an alternating current with a phase shift of 120 degrees flows through each of the three sets of coils, and the composite magnetic field from this stator coil exerts an electromagnetic force on the motor coil 8, giving rotational force to the flywheel. .

Further, FIG. 6B shows the direction of coil current when the motor generator 100 performs a generator function. As shown in the figure, when the power generation coil 9 is energized via the terminal and the stator coil 7 is connected to the current circuit 3o in the power controller 28, these constitute the power generation device 17, and the power generation Electric power is generated as the coil 9 rotates.

By this power generation, the rotational energy of the flywheel 2 is converted into electric power, and as a result, a reverse torque is applied to the crankshaft 1.

During power generation, by controlling the current value passed through the power generation coil 9, the power generation efficiency, that is, the amount of reverse torque can be controlled. Incidentally, the coil 8 and the coil 9 may be the same coil.

FIG. 7 shows the circuit structure of the power controller 28, and in this figure, 30 is a start switch 30a.
and a key switch including an ignition switch 30b, and 31 is a battery. As shown in this figure, the power controller 28 includes a switching circuit 41 connected to a battery 31 via a key switch 30, and a switching circuit 41 connected to a battery 31 via a key switch 30.
A first drive circuit 47 and a second drive circuit 4 connected to
6, a timing control circuit 48 that controls the drive timing of the drive circuit 4.7.46, and current adjustment circuits 44.6 for morph drive and power generation. , 43 and a rectifier circuit 42.

Further, the ECU 32 has an internal CPU (not shown) and a counter 60, and this counter 60 counts based on a crank angle signal, and the counted value can be read by the CPU.

When the first drive circuit 47 enters the motor drive state, it connects the stator coil 7 and the current adjustment circuit 44 at the timing generated by the timing control circuit 48 to generate a magnetic field. In addition, the first drive circuit 47 connects the current adjustment circuit 44 and the motor coil 8 to cause a current to flow through the coil 8 so that the magnetic field generated by the stator coil 7 exerts an electromagnetic effect on the coil 8. I do it every day.

Further, when the first drive circuit 47 is in a non-drive state, the battery 3 is connected to the stator coil 7 via the current circuit 42.
1 to form a charging circuit. On the other hand, when the second drive circuit 46 is in the drive state, the power generation coil 9 is energized, and therefore the first drive circuit 4
7 is in the non-driving state and the second drive circuit 46 is in the driving state, the power generation state is entered. That is, the induced electromotive force generated in the coil 7 is rectified by the full-wave rectifier circuit 42 and charged into the battery 31.

The switching circuit 41 and timing control circuit 48 are EC
Controlled by U32. A crank angle detection signal from a crank angle sensor 25 is input to the ECU 32 via an amplifier 26, and a throttle opening TV◯ or an opening sensor 23 is input to the ECU 32 manually. When starting the engine, the first drive circuit 47 is connected via the switching circuit 41 so that the motor generator 100 plays the role of a starter.
＼・Connected to the terminal 31. Further, after starting, each drive circuit 47, 46 operates according to the output of the timing control circuit 48.
Connect each drive circuit 47, 46 and ＼； so that it works.
1 is switched, and the drive timing of each drive circuit 4746 is controlled by the ECU 32B via the timing control circuit 48.

FIG. 8A shows the structure of the slit provided in the pulley 24. Twelve slits 50 are provided on the outer circumference of this pulley 24, and one slit 51 is provided on the inner circumference. Two sensors 2 to detect the light
5a and 25b are installed, R is the signal obtained when the force passes through the 12 slits or the sensor 25a, and 2 is the signal obtained when the force passes through the slit 51 and the force sensor 25b.
Then, when the crankshaft rotates once or once, the sensor 25a
Twelve R signal pulses are obtained from the sensor 25b, and one two-signal pulse is obtained from the sensor 25b. These pulses are input to a counter 60 within the ECU 32.

As shown in FIG. 9, this counter 60 is a 4-bit counter, counts the R signal, and is reset when the Z signal is input. That is, the counter 60 constitutes a hexadecimal counter. This counter output CNT is the ECU32
The data is read by the internal CPU and written to the memory 61. The mounting position of the sensor 25b for detecting the slit 5 is determined by the current flowing through the rotor coil 8.9 (that is, the direction of the magnetic field formed by this current) and the initial value of the three-phase alternating current flowing through the stator coil 7. stipulates the relationship with That is, when the counter value is O'', it indicates that the crankshaft 1 (that is, the flywheel 22) is in agreement with the reference position, and when the count value CNT is 1'', it indicates that the crankshaft 1 (i.e., the flywheel 22) is in agreement with the reference position. This indicates that the position has shifted 30 degrees clockwise with respect to the reference position.

In the same way, if the count value CNT is '11''°,
This shows a 330 degree shift.

In this way, the timing of torque addition and reverse torque generation can be known from the count value CNT of the R signal and the Z signal, and torque fluctuations in the engine output under normal operating conditions can be suppressed.

<Prohibition of power generation operation> As described above, in this embodiment, the torque fluctuations in the engine output under normal operating conditions are controlled by generating power when the engine output torque peaks and inhibiting the motor operation when the engine output torque is at a trough. You can do it and suppress it.

However, during acceleration, in order to emphasize acceleration performance, it is better to suppress the power generation effect that suppresses torque fluctuations. Furthermore, in order to increase acceleration, when the time change in the throttle opening TVO exceeds a certain value, it is regarded as an acceleration period, and as in the above-mentioned Japanese Patent Application Laid-Open No. 61-61926, the amount of torque added by the motor action is increased. Do this. Here, the amount of torque addition is constantly increased during the opening operation of the throttle valve during the acceleration period, but this amount may be increased only at the initial stage. This amount of additional torque can be increased by increasing the current value that does not flow through the motor coil 8 to a value larger than the current value for suppressing normal torque fluctuations, or by increasing the time width of current flowing through the coil. realizable.

<Suppression of Charging> Next, when the battery voltage drops to the extent that charging is required as a result of the above l/lux addition during acceleration,
Control for suppressing this charging effect to maintain acceleration and prevent torque shock will be explained.

FIG. 10 is a chart showing the operation of this control over time.

The operation shown in FIG. 10 will be explained in chronological order. When acceleration is detected, the amount of torque addition is increased for a time t1 from the detection. Then, from acceleration detection to t2 (here, t 2
> t During 1), not only power generation to suppress torque fluctuations but also charging is prohibited. Unlike the case in Figure 10,
12>1. The reason why the charging prohibition period is made longer than the acceleration period is to prevent the charging period from overlapping with the torque application increasing period and the immediately following acceleration period.

After time t2 has elapsed, the charging prohibition is temporarily lifted.

If the battery voltage remains low even after the elapse of time t2 and there is a need for charging, in this embodiment, the charging characteristics of the battery are divided into two types depending on whether it is during deceleration or not. When the vehicle is not decelerating, that is, when the throttle opening is as shown in FIG. 10, the charging current per unit time is gradually increased during time t3. This is to prevent a sudden decrease in torque due to rapid charging when the vehicle is not decelerating. If the vehicle is decelerating, the reduction in torque due to charging does not matter at all, so rapid charging is performed.

11th. Figure A ~ No. 11. FIG. B is a flowchart of a program for performing control as shown in FIG. In step S2 of FIG. 11A, the throttle opening degree TV○ is read in order to detect the acceleration state. Step S
In step 4, the time change in throttle opening is calculated. Let this time change be α.

Hereinafter, a case will be described in which the acceleration state is reached from a state where no acceleration has been performed yet.

In step S8, the value of the time change α and the predetermined threshold α1.
Compare with α2. Here, α and 02 are set to values as shown in FIG. If the vehicle is neither rapidly accelerating nor decelerating, since α2 <α<α violet, the process advances to step S25. This step S2
In step 5, it is checked whether the clutch is in a disengaged state or in a neutral state. The meaning of proceeding to step S64 when the clutch is disengaged or in the neutral state will be described later, but for now, the case of proceeding to step S826 will be explained. In step S26, the timer TM is checked. Since this timer TM+ is used to monitor the time t1 in FIG. 10, it is currently at "'O°°. Therefore, step S34
Proceed to and check the timer T M t. This T M 2
Since this is to check the passage of time t2 in Figure 10,
The current state is "0," so the control proceeds to step S40. Here, the acceleration flag is checked. This acceleration flag is
As shown in FIG. 10, it is set from when acceleration is detected until the charging prohibition period elapses. Therefore, since it has now been reset, the process advances to step S60. Since the timer T M 3 in step S60 also monitors the passage of time t3 as shown in FIG. 10, it is now °O゛°, and the process advances to step S68.

In this step 368, a pattern of charging efficiency as shown in FIG. 12B is selected. That is, since the vehicle is not currently accelerating, there is no need to suppress the generation of reverse torque due to power generation, so rapid charging as in pattern B is performed. As described above, for this charging, a field current along pattern B is caused to flow through the power generation coil 9 by the second drive circuit. In step S70, since charging is currently in progress, torque application is prohibited.

Next, a case where the speed is accelerated will be explained. At this time, since α>α1, control proceeds to step SIO. Step SI
At O, check the set state of the acceleration flag.

Previously, it was before acceleration, so the acceleration flag was “O°
', therefore, the process advances to step S12.

In step SL2, an acceleration flag is set to remember that the start of acceleration has been detected, and step S14. In step S16, timers TM and TM2 are set to predetermined values, respectively.
Set t2. Then, the process proceeds to step S22, where the torque addition is increased, and in step S24, power generation (=charging) is prohibited (=second drive circuit is deenergized), and the process returns to the main routine. - degree, after the acceleration flag is set, while α>αl, the process proceeds to step S20 (step 5IO => step S18), and the timers T M + , T M
Decrement 2 and monitor the elapse of j+, t2 time. Then, the process proceeds to step S22, where the torque addition is increased, and in step S24, power generation (=charging) is prohibited (=second drive circuit is deenergized), and the process returns to the main routine. Even if the state where α>α1 continues, timers TMI and TM.

The reason why initialization is not performed is that it is only necessary to increase torque and inhibit charging during the initial torque instability period of acceleration. In this manner, when a>α1, the torque is increased by causing the motor generator 100 to act as a motor, and charging is prohibited to maintain acceleration and prevent torque shock.

After the rapid acceleration state (C[>α,), the medium acceleration state (α2
When <α<α1), the process advances to step S25. Since the vehicle is neither in neutral nor clutch disengaged while driving, the value of TMI is checked in step S26 to monitor the elapse of time t3 (that is, the end of the torque increase period).Then, in step 828 and step S29, the timer TMI is set. TM2 is decremented, the torque addition is increased in steps S30 and S32, and power generation (=charging) is prohibited (=second drive circuit is deenergized) in step S24, and the process returns to the main routine. .

In this way, the above control is continued until the timer TMI times out. Eventually, when T M 1≦0, the process advances to step S34. Since 'tz>t+ is set, when TM+=1, TM2≠O, so proceed to step S36, and only prohibit charging.
In step S38, timer TM2 is decremented.

Thus, until TM2≦O, only charging is prohibited and torque is not increased. Eventually, when T M 2≦O, the process proceeds to step S40, and the set state of the acceleration flag is checked. When TM2≦0 and the acceleration flag is set, it indicates that the charging prohibition time t2 has just elapsed. The process proceeds to step S42 immediately after the charging prohibition time t2 has elapsed, and since a2<α<a +, the accelerator opening has not changed much, so the charging prohibition is lifted. Performing rapid charging just because the battery has been charged means that the amount of reverse torque caused by charging is too large. Therefore, in order to perform charging according to pattern A in FIG. 12A, timer T M
3 is initialized by time t3 in step S42, the acceleration flag is reset in step S44, and step S46
Then, pattern A is selected, and in step S48, torque application is prohibited. In pattern A, a current having a value according to the value of timer TM3 is caused to flow through power generation coil 9. If the accelerator opening degree does not change and the state α2<a<α1 continues and the state T M3≠0 continues, step 526a) to step S34) to step S40) to step S60 (b) The process proceeds to step S62, and charging according to pattern A is continued. Eventually, when TM3≦0, the process proceeds to step S26φ, step 534->step 540->step 560=3, and step S68, where pattern B charging and normal rapid charging are performed.

In step S25, when α2×α<αl and the vehicle enters a neutral state or a clutch disengaged state, the process proceeds to step S64 and charging according to pattern A is performed for the following reason. In the neutral state or in the clutch disengaged state, α2 < α × α1 is, for example, a state in the middle of racing, where increasing engine speed is important, and torque shock due to no application is not a problem, so pattern A is used. charging is allowed.

Eventually, α〈α2 If the state is detected, the process advances to step S80.

This state is a deceleration state. In step S80, the acceleration flag is reset, and in step S81, the timer T M +
, T M 2 is cleared, charging pattern B is selected in step S82, and torque addition is prohibited in step S84. If the state α<α2 is reached while the timers T M + and T M2 have not timed out, these timers are cleared.

Note that the amount of power generation in step S82 is calculated in step 846, step S64. It is preferable to increase the value larger than those in step S68 to improve the feeling of deceleration.

<Effects of Examples> Thus, according to the above embodiments, it is possible to stop power generation for generating reverse torque to suppress torque fluctuations, or to increase torque during acceleration, and to prohibit charging during that time and to prevent acceleration. By prohibiting charging for a certain period of time after the period, acceleration performance can be ensured and torque shock can be prevented.

The above embodiment for achieving such an effect was an example using a motor generator 100 as shown in FIG. This can also be achieved by However, in this case, it is necessary to know the rotational positions of the alternator and starter motor in real time.

Furthermore, in the above embodiment, during normal operation, the forward torque application and the reverse torque application are alternately performed to suppress torque fluctuations, but there is a modified example in which such torque fluctuation suppression control is not normally performed. The present invention can also be applied to That is, in this case, take the positive value from the start of acceleration (addition is performed,
Even if charging becomes necessary during the positive torque application period, charging is prohibited and the charging prohibition period is extended beyond the acceleration period.

Alternatively, the rotor coils 8.9 may be provided on the fixed side to form a so-called non-commutator type.

Further, in the above embodiment, the time t1 for applying positive torque
By setting , to be shorter than the time when α>α, the necessary minimum positive torque addition action can be obtained with small power consumption. At this time, time t2 during which power generation is prohibited
is preferably longer than the acceleration period for which a>al, even if it is short. Alternatively, without setting the timer, the prohibition of power generation may be continued until the end of the acceleration period, until the vehicle speed becomes stable, or until deceleration is started.

(Effects of the Invention) As explained above, the engine control device of the present invention includes an electric motor and a generator connected to the output shaft of the engine,
A torque control means for controlling shaft output torque by switching between a motor action and a power generation action, a means for detecting an acceleration state, and a means for causing the torque control means to exert a motor action in an acceleration state to adjust the shaft output of the engine. a torque adding means for adding torque, and a predetermined period of time after completion of positive torque application;
The present invention is characterized by comprising a prohibition means for prohibiting the power generation operation of the torque control means.

Therefore, by inhibiting the power generation action, generation of reverse torque is suppressed, and acceleration performance can be ensured.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of a starting motor control device according to the present invention, FIG. 2 is a diagram showing the overall configuration of the control device according to the first embodiment, and FIG. 3 is a diagram showing the first embodiment and the second embodiment. 4 is a sectional view showing the configuration of the stator coil and rotor coil, FIG. 5A is a view showing the windings of the motor coil 8 of the rotor, and FIG. 5B is the stator coil. 7 and the motor coil 8, FIG. 6A is a diagram showing the winding of the rotor power generation coil 9, and FIG. 6B is a diagram showing the relationship between the current flowing in the stator coil 7 and the power generation coil 9. 7 is a diagram showing the internal configuration of the power controller 28, FIGS. 8A and 8B are diagrams showing the relationship between the slit provided in the pulley 24 and the crank angle sensor, and FIG. 9 is a diagram showing the internal configuration of the power controller 28. The figure is a configuration diagram of a counter that counts the stop position of the rotor, Figure 10 is a timing chart illustrating the outline of the charging action inhibiting operation to prevent torque shock, and Figures 11A to 11B are related to the control of the embodiment. Program flowchart FIGS. 12A and 12B are diagrams showing an example of charging characteristics in the embodiment. Angle sensor, 26... Amplifier, 28... Power controller, 29... Relay circuit, 30... Engine key 31... Battery, 32... ECU, 50.5
1...Slit, 60...Counter, 61...Memory. In the diagram, 1... crankshaft, 2... flywheel, 3...
・Engine cylinder block, 4...clutch mechanism,
5... Kuratsuji housing, 7... Stator coil, 8... Rotor coil for motor, 9... Rotor coil for power generation, 10.18... Magnetic material, 11... Commutator, 12...Slip ring, 13.14...Plush, 22...Thrower 1~le valve, 23...Throttle opening sensor, 24-...Boot 1, 25.25a, 2
5b-Crank Fig. 5A Fig. 6A Fig. 6B Fig. N

Claims (1)

[Claims] (1) Torque control means that includes an electric motor and a generator connected to the output shaft of the engine and controls shaft output torque by switching between a motor action and a power generation action; a means for detecting an acceleration state; torque adding means for causing the torque control means to exert a motor action and adding positive torque to the shaft output of the engine in the state; and inhibiting means for prohibiting the power generation action of the torque control means for a predetermined period after the end of the positive torque application. An engine control device comprising: