CN108016279B - 车辆的发电控制装置 - Google Patents

车辆的发电控制装置 Download PDF

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Publication number
CN108016279B
CN108016279B CN201711024745.1A CN201711024745A CN108016279B CN 108016279 B CN108016279 B CN 108016279B CN 201711024745 A CN201711024745 A CN 201711024745A CN 108016279 B CN108016279 B CN 108016279B
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engine
power generation
control device
battery
torque
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CN108016279A (zh
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荒井真乡
太田康夫
樋口彻
宇田裕一
斋藤正和
森川知明
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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Abstract

提供一种能防止由于使发电机的发电停止时的发电转矩的骤减导致发动机窜高的车辆的发电控制装置。ECU在催化装置处于预热中而发动机的点火正时被延迟(步骤S4中为“是”)的情况下使ISG的发电停止时，与在发动机的点火正时未被延迟的状态下使ISG的发电停止时相比，以较小的减少率使发电转矩减少(步骤S6)。该减少率不限于固定的减少率，ECU也可以在发动机的点火正时被延迟的状态下使ISG的发电停止时，使发电转矩的减少率在比点火正时未被延迟时的发电转矩的减少率低的规定范围内变化。

Description

车辆的发电控制装置
技术领域
本发明涉及车辆的发电控制装置。
背景技术
在汽车等车辆中，以往已知如下车辆(参照专利文献1)，该车辆具备：发动机；旋转电机，其能进行发动机的旋转速度的控制；以及控制装置，其控制发动机的点火正时。
在专利文献1记载的车辆中，控制装置在未利用旋转电机控制发动机的旋转速度的情况下，与利用旋转电机控制发动机的旋转速度的情况相比，将发动机启动时的点火正时设定为更延迟侧。
由此，专利文献1记载的车辆在发动机的旋转速度不被控制的情况下，能防止由于是低负载而在刚启动后发动机旋转速度骤然增加。另外，在为了防止刚启动后发动机旋转速度骤增而设定了点火正时等启动条件的情况下，能防止由于负载的增加和发动机的转矩不足而发生爆震(knocking)等。因此，专利文献1记载的车辆能抑制发动机启动时发动机的负载变动引起的运转性能恶化。
现有技术文献
专利文献
专利文献1：专利第5772963号公报
发明内容
发明要解决的问题
在此，发动机的负载变动不只会在发动机的启动时发生，有时也会在发动机启动后的怠速运转中、车辆行驶中发生。例如，在从利用发动机的动力驱动发电机对蓄电池充电的状态由于充电完成而使发电机停止时，发电机的发电转矩大大骤减。在这种情况下，发电转矩与发动机转矩的平衡骤然丧失，会发生发动机转速的骤增即发动机的窜高。这种发动机的窜高会导致废气的增加、燃料效率的恶化、振动和噪声的增加。另一方面，发动机的点火正时由于催化装置的预热等目的而设定为延迟侧，因此根据状况有时会延迟到极限。
然而，专利文献1记载的技术方案存在如下问题：在点火正时已经延迟到极限的状况下，无法与使发电机的发电停止时的发电转矩的骤减相应地使点火正时进一步延迟，无法防止发动机的窜高。
本发明是着眼于上述问题而完成的，目的在于提供一种车辆的发电控制装置，其能防止由于使发电机的发电停止时的发电转矩的骤减导致发动机窜高。
用于解决问题的方案
本发明是一种车辆的发电控制装置，上述车辆具备：发动机；发电机，其与上述发动机的驱动轴连结，利用上述发动机的驱动力进行发电；点火控制装置，其调整上述发动机的点火正时；以及蓄电池，其与上述发电机电连接，用上述发电机发出的电力充电，上述车辆的发电控制装置的特征在于，具备控制部，上述控制部在上述蓄电池的充电状态成为规定值以上的充电状态时使上述发电机的发电转矩减少且停止发电，上述控制部在上述发动机的点火正时被上述点火控制装置延迟的状态下使上述发电机的发电停止时，与在上述发动机的点火正时未被上述点火控制装置延迟的状态下使上述发电机的发电停止时相比，将上述发电转矩的减少率设定得较小。
发明效果
这样，根据上述本发明，能防止由于使发电机的发电停止时的发电转矩的骤减导致发动机窜高。
附图说明
图1是搭载本发明的第1实施例的发电控制装置的车辆的构成图。
图2是说明本发明的第1实施例的发电控制装置的发电控制动作的流程图。
图3是示出利用本发明的第1实施例的发电控制装置实施发电控制动作时的车辆状态随时间的变化的时序图。
图4是说明本发明的第2实施例的发电控制装置的发电控制动作的流程图。
图5是示出利用本发明的第2实施例的发电控制装置实施发电控制动作时的车辆状态随时间的变化的时序图。
附图标记说明
1：混合动力车辆(车辆)
2：发动机
6：空调(辅机，空气调节装置)
10：ECU(点火控制装置，控制部)
18：驱动轴
19：催化装置
20：ISG(发电机)
31：Li电池(蓄电池)
40：Li连接开关(连接开关)。
具体实施方式
在本发明的一个实施方式的车辆的发电控制装置中，车辆具备：发动机；发电机，其与发动机的驱动轴连结，利用发动机的驱动力进行发电；点火控制装置，其调整发动机的点火正时；以及蓄电池，其与发电机电连接，用发电机发出的电力充电，上述车辆的发电控制装置的特征在于，具备控制部，上述控制部在蓄电池的充电状态成为规定值以上的充电状态时使发电机的发电转矩减少而停止发电，控制部在发动机的点火正时被点火控制装置延迟的状态下使发电机的发电停止时，与在发动机的点火正时未被点火控制装置延迟的状态下使发电机的发电停止时相比，将发电转矩的减少率设定得较小。由此，本发明的一个实施方式的车辆的发电控制装置能防止由于使发电机的发电停止时的发电转矩的骤减导致发动机窜高。
[实施例1]
以下，使用附图说明本发明的第1实施例的车辆的发电控制装置。图1至图3是说明本发明的第1实施例的车辆的发电控制装置的图。
如图1所示，混合动力车辆1包括：作为内燃机的发动机2、变速器3、电动发电机4、驱动轮5以及对混合动力车辆1进行综合控制的ECU(Electronic Control Unit：电子控制单元)10。
发动机2中形成有多个气缸。在本实施例中，发动机2构成为对各气缸进行包括进气冲程、压缩冲程、膨胀冲程和排气冲程的一系列4个冲程。发动机2的点火正时由ECU10控制。在发动机2的排气管17中设有催化装置19，催化装置19对来自发动机2的排气进行净化。
变速器3将从发动机2输出的旋转进行变速，通过驱动轴23对驱动轮5进行驱动。变速器3具备包括平行轴齿轮机构的常啮合式的未图示的变速机构。
在发动机2与变速器3之间设有干式单板式的离合器26，离合器26连接或者切断发动机2与变速器3之间的动力传递。
在变速器3与驱动轮5之间设有齿轮27。齿轮27和驱动轮5由驱动轴23连结。齿轮27将驱动力从变速器3传递到驱动轴23，以使左右的驱动轮5能差动旋转。
电动发电机4通过链条等动力传递机构28与齿轮27连结。电动发电机4发挥电动机的功能，由此通过动力传递机构28向齿轮27传递动力，利用该动力对驱动轮5进行驱动。
这样，混合动力车辆1构成了能将发动机2和电动发电机4这两者的动力用于车辆的驱动的并联式混合动力系统。混合动力车辆1利用发动机2和电动发电机4中的至少一方产生的动力进行行驶。电动发电机4也发挥发电机的功能，通过混合动力车辆1的行驶而进行发电。
混合动力车辆1具备未图示的高压电池和逆变器，通过逆变器将高压电池的电提供给电动发电机4。逆变器根据ECU10的控制而将交流电和直流电相互转换。
ECU10例如在使电动发电机4进行动力运转时，利用逆变器将高压电池放出的直流电转换为交流电而提供给电动发电机4。另一方面，ECU10在使电动发电机4再生时，利用逆变器将电动发电机4发出的交流电转换为直流电而对高压电池充电。
此外，电动发电机4只要连结为能向从变速器3到驱动轮5的动力传递路径中的任意部位进行动力传递即可，无需一定与齿轮27连结。
混合动力车辆1具备ISG(Integrated Starter Generator：集成启动发电机)20、铅电池30和Li电池31。
ISG20通过带22与发动机2的驱动轴18连结。ISG20具有：通过被供电而旋转从而使发动机2启动的电动机的功能；以及利用发动机2的驱动力进行发电的发电机的功能。即，ISG20是集成了启动机和发电机的旋转电机。ISG20构成本发明中的发电机。
在ISG20发电时，发动机2的动力的一部分用于发电，用于在ISG20中进行发电的发电转矩作为负载转矩作用于发动机2。此外，ISG20也能发挥电动机的功能从而辅助混合动力车辆1的行驶。
铅电池30和Li电池31包括能充电的二次电池。铅电池30包括电极采用了铅的铅蓄电池。Li电池31包括通过使锂离子在正极与负极之间往返而进行放电和充电的锂离子二次电池，是比铅电池30高输出且高能量密度的蓄电池。
Li电池31具有能以比铅电池30短的时间进行充电的特性。铅电池30和Li电池31是以产生约12V的输出电压的方式设定了单体电池的个数等的低压电池。铅电池30和Li电池31的充电状态(SOC)由ECU10管理。
混合动力车辆1具备一般负载37和被保护负载38。被保护负载38是始终要求稳定的供电的电负载。该被保护负载38包括防止车辆侧滑的稳定控制装置、对转向轮的操作力进行电辅助的未图示的电动助力转向控制装置以及车灯等。
另外，被保护负载38还包括未图示的仪表板的灯类和仪表类以及汽车导航系统。一般负载37与被保护负载38相比不要求稳定的供电，是一时性使用的电负载。一般负载37包括例如未图示的雨刮器以及对发动机2输送冷却风的电动冷却风扇。
ISG20通过低压电缆36与一般负载37、被保护负载38、铅电池30、Li电池31连接而能对它们供电。铅电池30和Li电池31与ISG20电连接，用ISG20发出的电力充电。Li电池31构成本发明的蓄电池。
ISG20、一般负载37、被保护负载38、铅电池30和Li电池31相互并联连接。低压电缆36包括：母线部分36A，其以连接ISG20和Li电池31的方式配设；以及支线部分36B，其将铅电池30、一般负载37、Li电池31以及被保护负载38连接到该母线部分36A。低电压电缆36的母线部分36A从ISG20向Li电池31侧依次连接有铅电池30、一般负载37、Li电池31、被保护负载38。
在低压电缆36中的Li电池31的支线部分36B设有Li连接开关40，Li连接开关40将Li电池31和ISG20连接或者切断。在此，Li连接开关40在闭合状态时将Li电池31和ISG20连接，在断开状态时将Li电池31和ISG20切断。Li连接开关40的断开闭合由ECU10控制。
在Li连接开关40闭合时，Li电池31与ISG20连接，因此成为能用ISG20发出的电力对Li电池31充电的状态。在Li连接开关40断开时，Li电池31与ISG20被切断，因此成为不能用ISG20发出的电力对Li电池31充电的状态。
此外，在低压电缆36的母线部分36A的一般负载37与Li电池31之间设有连接开关41。ECU10根据车辆状态控制Li连接开关40和连接开关41的断开闭合，对始终要求稳定供电的被保护负载38优先供电。
例如，在由于怠速停止而发动机2停止时，将Li连接开关40闭合，将连接开关41断开，由此从高输出且高能量密度的Li电池31向被保护负载38供电。
混合动力车辆1具备热泵式的空调6，该空调6将内部的压缩机等生成的低温空气和发动机2作为热源而生成的高温空气混合，由此调整车内的温度。
空调6通过带21与发动机2的驱动轴18连结，利用发动机2的动力驱动内部的压缩机来进行工作。空调6具备电磁离合器6A，利用电磁离合器6A连接或者切断与发动机2之间的动力传递。
在空调6的工作中，使电磁离合器6A连接而将发动机2的动力的一部分用于空调6的压缩机的驱动，因此用于驱动压缩机的负载转矩作用于发动机2。空调6构成本发明中的辅机和空气调节装置。
此外，空调6可以是由驾驶员切换工作和非工作的手动式空调，也可以是根据与设定温度之差而自动切换工作和非工作的自动式空调。
ECU10包括计算机单元，该计算机单元具备：CPU(Central Processing Unit：中央处理单元)、RAM(Random Access Memory：随机存取存储器)、ROM(Read Only Memory：只读存储器)、保存备份用的数据等的闪存、输入端口以及输出端口。
该计算机单元的ROM中保存有各种常数、各种映射等，并且存储有用于使该计算机单元发挥ECU10的功能的程序。即，CPU将RAM作为工作区域来执行ROM中保存的程序，由此，这些计算机单元发挥本实施例中的ECU10的功能。
在此，在发动机2刚冷启动后等催化装置19的温度低的状态下，催化装置19无法发挥本来的废气净化性能。因此，ECU10使发动机2的点火正时延迟，由此使催化装置19快速活性化。
当发动机2的点火正时被延迟时，从混合气体由于点火而开始燃烧起到变为废气而从排气阀排出为止的时间变短，冷却前的高温废气会到达催化装置19。
由此，催化装置19及早上升到活性温度，发挥废气净化性能。这样，ECU10在催化装置19的预热中使发动机2的点火正时延迟。ECU10构成了本发明的点火控制装置。
ECU10调整点火正时或者控制节气门开度来调整进气量，由此保持发动机转矩与负载转矩的平衡，抑制由于负载转矩的变动导致发动机转速发生大的变动。换言之，ECU10控制发动机转矩从而抑制外部干扰引起的发动机转速的变动。
在此，通过调整点火正时来调整发动机转矩的方法虽然由于需要维持稳定燃烧而能调整的范围是有限的，但是具有能迅速调整发动机转矩的特性。
另一方面，调整进气量来调整发动机转矩的方法虽然能调整的范围大，但是由于节气门与燃烧室分离所导致进气的响应延迟，而具有从使节气门开度变化到实际上发动机转矩变化会产生延迟的特性。因此，ECU10根据状况而分别使用上述2个调整方法。
ECU10在空调6停止工作而电磁离合器6A脱离的情况下，电磁离合器6A的脱离会导致发动机2的负载转矩骤减，对此，通过使点火正时延迟来调整发动机转矩。
另外，在本实施例中，ECU10在Li电池31的充电状态成为规定值以上的充电状态时使ISG20的发电转矩减少而停止发电。ECU10构成本发明的控制部。另外，ECU10在使ISG20的发电停止后，使Li连接开关40断开，而将Li电池31和ISG20切断。
此外，在ISG20的发电停止而Li连接开关40断开时，ECU10使连接开关41闭合，从铅电池30向被保护负载38供电。
在此，在点火正时未被延迟的状态下使ISG20的发电停止的情况下，有使点火正时延迟的余地，因此即使在发电转矩的减少率大的情况下，也能通过点火正时的延迟来迅速地使发动机转矩追随发电转矩而减少。
另一方面，在使点火正时延迟到极限而使催化装置19预热的状态下使ISG20的发电停止的情况下，无法使点火正时进一步延迟。在这种情况下，需要通过进气量的调整来调整发动机转矩，若发电转矩的减少率过大则发动机转矩的减少会跟不上，导致发动机2窜高。
因此，ECU10在发动机2的点火正时被延迟的状态下使ISG20的发电停止时，与在发动机2的点火正时未被延迟的状态下使ISG20的发电停止时相比，将发电转矩的减少率设定得较小。
在此，发电转矩的减少率也可以是固定的减少率，也可以是变化的减少率。换言之，在使ISG20停止时，可以按固定的减少率使发电转矩线性减少，也可以改变减少率而使发电转矩非线性地减少。
这样，ECU10在发动机2的点火正时被延迟的状态下使ISG20的发电停止时，也可以在比发动机2的点火正时未被延迟时的发电转矩的减少率低的规定范围内使发电转矩的减少率变化。在此，如果发电转矩的减少率过小，则ISG20的停止会花费长时间，有可能导致Li电池31过充电。因此，该规定范围设定为比点火正时未被延迟时的减少率小并且大到Li电池31不会过充电的程度的范围。
ECU10例如可以使发电转矩按大的减少率和小的减少率这样逐步减少而使发电转矩的减少率变化。由此，与使减少率固定的情况相比能以短时间使ISG20停止。
参照图2所示的流程图说明在如上构成的混合动力车辆的发电控制装置中执行的发电控制动作。
在图2中，ECU10判断Li电池31的充电状态是否为规定值以下(步骤S1)，在充电状态超过规定值的情况下，Li电池31不需要充电，因此结束这次的发电控制动作。
在步骤S1中Li电池31的充电状态为规定值以下的情况下，Li电池31需要充电，因此ECU10使Li电池31与ISG20之间的Li连接开关40接通(成为连接状态)(步骤S2)，驱动ISG20(步骤S3)。通过该步骤S2、S3，由ISG20按规定的发电转矩进行发电，用该电力对Li电池31充电。
然后，ECU10判断催化装置19是否处于预热中(步骤S4)。如上所述，在催化装置19处于预热中的情况下，发动机2的点火正时是设定为延迟侧的。即，在该步骤S4中，通过判断催化装置19是否处于预热中来间接判断发动机2的点火正时是否被延迟。
在步骤S4中判断为催化装置19处于预热中的情况下，ECU10反复进行Li电池31的充电状态是否为a1以上的判断(步骤S5)，在充电状态成为了a1以上的情况下，使ISG20的发电转矩按小的减少率b1缓慢减少(步骤S6)。
另一方面，在步骤S4中判断为催化装置19不是处于预热中的情况下，ECU10反复进行Li电池31的充电状态是否为比a1大的a2以上的判断(步骤S7)，在充电状态成为了a2以上的情况下，使ISG20的发电转矩按比b1大的通常时的减少率b2迅速减少(步骤S7)。
在步骤S6、S8后，ECU10反复进行是否ISG20的发电已停止而发电转矩已成为0的判断(步骤S9)，在发电转矩已成为0的情况下，使Li电池31与ISG20之间的Li连接开关40关断(成为切断状态)(步骤S10)，结束这次的发电控制动作。
这样，在本实施例的发电控制动作中，在为了催化装置19的预热而点火正时被延迟的状态下使ISG20的发电停止时，按比点火正时未被延迟时的通常的减少率b2小的减少率b1使发电转矩缓慢减少。
由此，通过节气门开度的调整，能使发动机转矩追随发电转矩而减少，能防止发动机2的窜高。
另外，在点火正时被延迟的情况下，将比a2小的充电状态a1设为阈值，使ISG20的发电转矩在较早的时间开始减少，因此能防止Li电池31过充电。
接下来，基于图3的时序图说明实施图2的发电控制动作时的车辆状态的时间序列变化。
在图3中，横轴表示时间，纵轴从上方起依次表示催化剂预热状态、发动机转速、Li电池31的充电状态、ISG20的发电转矩、连接ISG20和Li电池31的Li连接开关40的连接状态。此外，虽未图示，但是在该时序图中连接开关41是闭合的。
在时刻t1，发动机2启动，发动机转速从0增加到怠速转速。另外，催化剂预热状态从非预热中变为预热中，为了催化装置19的预热而将发动机2的点火正时设定为延迟侧。该状态下的发动机2的怠速转速是与催化装置19的预热中对应的较高的转速。
然后，在时刻t2，Li电池31的充电状态低而需要进行充电，因此Li连接开关40接通，ISG20开始发电，发电转矩开始增加到规定的发电转矩。由此，从ISG20向Li电池31进行充电，Li电池31的充电状态增加。
然后，在时刻t3，Li电池31的充电状态成为a1以上，从而ISG20的发电转矩按减少率b1缓慢减少。
然后，在时刻t4，ISG20的发电转矩减少到0，Li连接开关40关断，Li电池31的充电结束。另外，在时刻t4结束了Li电池31的充电后ISG20的发电转矩增加到规定的发电转矩，ISG20的电力被提供给电负载。
然后，在时刻t5，催化装置19的预热完成而催化剂预热状态成为非预热中，发动机转速降低到预热完成后的怠速转速。
然后，在时刻t6，发动机2停止，发动机转速向0降低，ISG20的发电转矩向0降低。另外，电负载的耗电导致Li电池31的充电状态开始降低。
另外，在发动机2再启动后的时刻t7，Li电池31降低到需要进行充电的充电状态，从而Li连接开关40接通，ISG20开始发电而发电转矩增加，Li电池31的充电状态增加。然后，在时刻t8，ISG20的发电转矩被固定为规定的发电转矩。
然后，在时刻t9，Li电池31的充电状态成为a2以上，从而ISG20的发电转矩按减少率b2减少。
然后，在时刻t10，ISG20的发电转矩减少到0，Li连接开关40关断，Li电池31的充电结束。另外，在时刻t10结束了Li电池31的充电后ISG20的发电转矩增加到规定的发电转矩，ISG20的电力被提供给电负载。
如以上那样，在本实施例的车辆的发电控制装置中，ECU10在Li电池31的充电状态成为规定值以上的充电状态时使ISG20的发电转矩减少而停止发电。
并且，ECU10在发动机2的点火正时被延迟的状态下使ISG20的发电停止时，比在发动机2的点火正时未被延迟的状态下使ISG20的发电停止时相比，将发电转矩的减少率设定得较小。
由此，在发动机2的点火正时被延迟的状态下使ISG20的发电停止时，与在点火正时未被延迟的状态下使ISG20的发电停止时相比，能使ISG20的发电转矩缓慢减少。
因此，作为负载转矩而作用于发动机2的发电转矩缓慢减少，因而能通过进气量的调整而使发动机转矩追随发电转矩的减少。
其结果是，能防止使ISG20的发电停止时的发电转矩的骤减导致发动机2窜高。
另外，在本实施例的车辆的发电控制装置中，ECU10在发动机2的点火正时被延迟的状态下使ISG20的发电停止时，在比发动机2的点火正时未被延迟时的发电转矩的减少率低的规定范围内使发电转矩的减少率变化。
由此，可以在保持规定范围内的减少率的状态下逐步使发电转矩减少。由此，与使减少率固定的情况相比能以短时间使ISG20停止。
另外，在本实施例中，混合动力车辆1具备将ISG20与Li电池31连接或者切断的Li连接开关40，ECU10在使ISG20的发电停止后，使Li连接开关40断开而将Li电池31与ISG20切断。
由此，能在未从ISG20向Li电池31流过电流的状态下使Li连接开关40断开，因此能防止Li连接开关40的熔敷等。能防止电力在Li电池31和铅电池30之间往返，能防止Li电池31和铅电池30的充电状态意外地发生变化。
另外，在本实施例中，混合动力车辆1具备对来自发动机2的排气进行净化的催化装置19，ECU10在催化装置19的预热中使点火正时延迟。
由此，在催化装置19的预热中发动机2的点火正时被延迟的情况下，在使ISG20的发电停止时发电转矩会缓慢减少，因此能通过进气量的调整使发动机转矩追随发电转矩的减少。因此，能防止由于使ISG20的发电停止时发电转矩的骤减导致发动机2窜高。
[实施例2]
接下来，使用附图说明本发明的第2实施例的车辆的发电控制装置。图4、图5是说明本发明的一个实施例的车辆的发电控制装置的图。对与第1实施例相同的构成使用相同的附图标记来进行说明。
在混合动力车辆1中，空调6的负载转矩在辅机中也很大，因此在空调6停止工作而电磁离合器6A脱离的情况下，发动机2的负载转矩会大幅度骤减。
在空调6停止工作而电磁离合器6A脱离的情况下，ECU10针对负载转矩的骤减，通过使点火正时延迟来调整发动机转矩。因此，在空调6刚停止工作后就使ISG20的发电停止的情况下，已然延迟到极限的点火正时无法进一步延迟，无法用使点火正时延迟的方法使发动机转矩减少。
另外，在空调6的工作中使ISG20的发电停止的情况下，有时也会在ISG20的发电转矩减少的中途将空调6切换为非工作。在这种情况下，空调6向非工作的切换和ISG20的发电停止同时发生，因此空调6的负载转矩的骤减和ISG20的发电转矩的骤减发生重叠，有可能引起发动机2的窜高。
因此，ECU10在空调6的工作中或者空调6刚切换为非工作后使ISG20的发电停止时，与在空调6的非工作中使ISG20的发电停止时相比，将发电转矩的减少率设定得较小。在此，空调6刚切换为非工作后是指在切换为非工作后，至此时所延迟的点火正时返回到提前侧为止的期间。
参照图4所示的流程图说明在本实施例的混合动力车辆的发电控制装置中执行的发电控制动作。
在图4中，ECU10判断Li电池31的充电状态是否为规定值以下(步骤S11)，在充电状态超过规定值的情况下，Li电池31不需要充电，因此不实施步骤S11以后的处理，结束这次的动作。
在步骤S11中Li电池31的充电状态为规定值以下的情况下，Li电池31需要进行充电，因此ECU10使Li电池31与ISG20之间的Li连接开关40接通(成为连接状态)(步骤S12)，驱动ISG20(步骤S13)。通过该步骤S12、S13，ISG20按规定的发电转矩进行发电，用该电力对Li电池31进行充电。
然后，ECU10判断空调6是否处于工作中(步骤S14)。在该步骤S14中，在空调6实际上正在工作时以及空调6处于刚从工作切换为非工作后的规定时间内时，判断为空调6处于工作中。
在步骤S14中判断为空调6处于工作中的情况下，ECU10反复进行Li电池31的充电状态是否为a1以上的判断(步骤S15)，在充电状态成为了a1以上的情况下，使ISG20的发电转矩按缓慢的减少率b1减少(步骤S16)。
另一方面，在步骤S14中判断为空调6处于非工作中的情况下，ECU10反复进行Li电池31的充电状态是否为比a1大的a2以上的判断(步骤S17)，在充电状态成为了a2以上的情况下，使ISG20的发电转矩按比b1大的通常时的减少率b2迅速减少(步骤S18)。
在步骤S16、S18后，ECU10反复进行是否ISG20的发电已停止而发电转矩已成为0的判断(步骤S19)，在发电转矩已成为0的情况下，使Li电池31与ISG20之间的Li连接开关40关断(成为切断状态)(步骤S20)，结束这次的发电控制动作。
这样，在本实施例的发电控制动作中，在空调6的工作中使ISG20的发电停止的情况下，按比在空调6的非工作中所使用的通常的减少率b2小的减少率b1使发电转矩缓慢减少。由此，能用调整进气量的方法使发动机转矩追随发电转矩而减少，能防止发动机2的窜高。
另外，在空调6处于工作中的情况下，按比空调6处于非工作中时的充电状态a2小的充电状态a1使ISG20的发电转矩开始减少，因此能防止Li电池31过充电。此外，实施例2的发电控制动作也可以与实施例1的发电控制动作一并实施。
在此，在卡车等车辆中，有时会将在高温时工作的冷却风扇与发动机的驱动轴连结。这种冷却风扇也是由设于内部的离合器根据温度来切换工作和非工作，与本实施例的空调6同样，是工作状态与非工作状态时负载转矩会变动的辅机。
因此，在混合动力车辆1具备该冷却风扇的情况下，在图4的发电控制动作中通过步骤S14来判断冷却风扇是否处于工作中，由此能防止发动机2的窜高。
接下来，基于图5的时序图说明实施图4的发电控制动作时的车辆状态的时间序列变化。
在图5中，横轴表示时间，纵轴从上方起依次表示连接ISG20和Li电池31的Li连接开关40的连接状态、Li电池31的充电状态、空调6的工作状态、ISG20的发电转矩、空调的负载转矩、发动机请求负载、点火正时以及发动机转速。
此外，该时序图表示出混合动力车辆1在行驶中的车辆状态，发动机转速的增减与车速的增减对应。另外，虽未图示，但是在该时序图中连接开关41是闭合的。
在此，在图5的时序图中，时刻t10到时刻t14表示在空调6从开启变更为关断后使ISG20的发电停止的情况下的车辆状态的变化，时刻t20到时刻t23表示在维持着空调6关断的状态下使ISG20的发电停止的情况下的车辆状态的变化。
首先，在时刻t10，Li电池31的充电状态低而需要进行充电，因此在Li连接开关40接通的状态下，ISG20以发电转矩X进行发电，Li电池31的充电状态增加。
另外，在时刻t10，空调6以负载转矩Y进行工作，为了与发电转矩X和负载转矩Y之和平衡，发动机请求负载为X+Y。发动机2被控制为产生与该发动机请求负载相等的发动机转矩。
另外，在时刻t10，发动机转速为与混合动力车辆1的车速对应的转速，点火正时设定为提前侧。
然后，在时刻t11，空调6关断，空调6的负载转矩成为0。因此，发动机请求负载减少了负载转矩Y而仅为发电转矩X。并且，为了使发动机转矩迅速减少到该发动机请求负载，点火正时设定为延迟侧。
然后，在时刻t12，Li电池31的充电状态成为a1以上，从而ISG20的发电转矩以小的减少率b1缓慢减少，发动机请求负载与该发电转矩的减少相应地减少。
因此，与发电转矩的缓慢减少相应地，发动机转矩通过进气量的调整而减少，防止发动机转速的变动。此外，假如在时刻t12ISG20的发电转矩大幅度骤减的情况下，发动机转速会如虚线所示的那样大大增加，导致发动机2窜高。
然后，在时刻t13，ISG20的发电转矩减少到0，Li连接开关40关断，Li电池31的充电结束。
然后，在时刻t14，Li连接开关40保持关断而ISG20的发电转矩增加到X，ISG20的电力被提供给电负载。另外，在时刻t14，发动机请求负载增加到X。延迟到点火延迟极限的点火正时为了使发动机转矩迅速追随该发动机请求负载的增大而被设定为提前侧。
另一方面，在时刻t20，与时刻t10同样，Li电池31的充电状态低而需要进行充电，因此在Li连接开关40接通的状态下，ISG20以发电转矩X进行发电，Li电池31的充电状态增加。
另外，在时刻t20，空调6未工作，因此，为了与发电转矩X平衡，发动机请求负载为X。
然后，在时刻t21，Li电池31的充电状态成为a2以上，从而ISG20的发电转矩按通常的减少率b2迅速减少，发动机请求负载与该发电转矩的减少相应地减少。
在该时刻t21，点火正时未被延迟，处于能通过使点火正时延迟来调整发动机转矩的状态。因此，在时刻t21，使点火正时延迟，而使发动机转矩迅速减少到发动机请求负载。
然后，在时刻t22，ISG20的发电转矩减少到0，Li连接开关40关断，Li电池31的充电结束。另外，在时刻t22，发动机请求负载也与ISG20的发电转矩相应地减少到0。
然后，在时刻t23，Li连接开关40保持关断，ISG20的发电转矩增加到X，ISG20的电力被提供给电负载。另外，在时刻t23，发动机请求负载增加到X。为了使发动机转矩迅速追随该发动机请求负载的增大，将在时刻t21被延迟的点火正时在时刻t23设定为提前侧。
如以上那样，在本实施例的车辆的发电控制装置中，ECU10在空调6从工作切换为非工作时使点火正时延迟。
并且，ECU10在空调6的工作中或者空调6刚切换为非工作后使ISG20的发电停止时，与在空调6的非工作中使ISG20的发电停止时相比，将发电转矩的减少率设定得较小。
由此，在空调6的工作中或者空调6刚切换为非工作后使ISG20的发电停止时，与在空调6的非工作中使ISG20的发电停止时相比，能使ISG20的发电转矩缓慢减少。
因此，作为负载转矩而作用于发动机2的发电转矩缓慢减少，因此能通过进气量的调整而使发动机转矩追随负载转矩的减少。其结果是，能防止由于使ISG20的发电停止时发电转矩的骤减导致发动机2窜高。
虽然公开了本发明的实施例，但是显然本领域技术人员能不脱离本发明的范围地施加变更。意在将全部这种修正和等价物包含于权利要求。

Claims (6)

1.一种车辆的发电控制装置，上述车辆具备：
发动机；
发电机，其与上述发动机的驱动轴连结，利用上述发动机的驱动力进行发电；
点火控制装置，其调整上述发动机的点火正时；以及
蓄电池，其与上述发电机电连接，用上述发电机发出的电力充电，
上述车辆的发电控制装置的特征在于，
具备控制部，上述控制部在上述蓄电池的充电状态成为规定值以上的充电状态时使上述发电机的发电转矩减少且停止发电，
上述控制部在上述发动机的点火正时被上述点火控制装置延迟的状态下使上述发电机的发电停止时，与在上述发动机的点火正时未被上述点火控制装置延迟的状态下使上述发电机的发电停止时相比，将上述发电转矩的减少率设定得较小。
2.根据权利要求1所述的车辆的发电控制装置，其特征在于，
上述控制部在上述发动机的点火正时被上述点火控制装置延迟的状态下停止上述发电机发电时，使上述发电转矩的减少率在比上述发动机的点火正时未被延迟时的上述发电转矩的减少率低的规定范围内变化。
3.根据权利要求1或权利要求2所述的车辆的发电控制装置，其特征在于，
具备连接开关，上述连接开关将上述发电机和上述蓄电池连接或者切断，
上述控制部在停止上述发电机发电后，通过断开上述连接开关并切断上述发电机和上述蓄电池的连接。
4.根据权利要求1或权利要求2所述的车辆的发电控制装置，其特征在于，
具备催化装置，上述催化装置对来自上述发动机的排气进行净化，
上述点火控制装置在上述催化装置的预热中使上述点火正时延迟。
5.根据权利要求1或权利要求2所述的车辆的发电控制装置，其特征在于，
具备辅机，上述辅机与上述发动机的驱动轴连结，利用上述发动机的驱动力进行工作，
上述点火控制装置在上述辅机从工作切换为非工作时使上述点火正时延迟，
上述控制部在上述辅机的工作中或者上述辅机刚切换为非工作后使上述发电机的发电停止时，与在上述辅机的非工作中使上述发电机的发电停止时相比，将上述发电转矩的减少率设定得较小。
6.根据权利要求5所述的车辆的发电控制装置，其特征在于，
上述辅机至少包括空气调节装置。
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