JP2018071418A - Power generation control device of vehicle - Google Patents

Power generation control device of vehicle Download PDF

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Publication number
JP2018071418A
JP2018071418A JP2016211576A JP2016211576A JP2018071418A JP 2018071418 A JP2018071418 A JP 2018071418A JP 2016211576 A JP2016211576 A JP 2016211576A JP 2016211576 A JP2016211576 A JP 2016211576A JP 2018071418 A JP2018071418 A JP 2018071418A
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Japan
Prior art keywords
power generation
engine
torque
isg
generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2016211576A
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Japanese (ja)
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JP6759979B2 (en
Inventor
真郷 荒井
Masato Arai
真郷 荒井
太田　康夫
Yasuo Ota
康夫 太田
樋口　徹
Toru Higuchi
徹 樋口
裕一 宇田
Yuichi Uda
裕一 宇田
正和 齋藤
Masakazu Saito
正和 齋藤
知明 森川
Tomoaki Morikawa
知明 森川
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Suzuki Motor Corp
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Suzuki Motor Corp
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Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP2016211576A priority Critical patent/JP6759979B2/en
Priority to DE102017218919.3A priority patent/DE102017218919B4/en
Priority to FR1760124A priority patent/FR3058117B1/en
Priority to CN201711024745.1A priority patent/CN108016279B/en
Publication of JP2018071418A publication Critical patent/JP2018071418A/en
Application granted granted Critical
Publication of JP6759979B2 publication Critical patent/JP6759979B2/en
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    • 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
    • B60K6/22—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
    • B60K6/24—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 combustion engines
    • 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
    • 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
    • B60K6/26—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 motors or the generators
    • 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
    • B60K6/22—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • F01N3/18—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 methods of operation; Control
    • F01N3/20—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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • 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
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
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  • Power Engineering (AREA)
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  • Automation & Control Theory (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a power generation control device of a vehicle, which can prevent an engine from reviving up due to sudden reduction of power generation torque in stopping the power generation of a power generator.SOLUTION: In the case where a catalyst device is in warming-up and the ignition timing of an engine is retarded (YES at step S4), when stopping the power generation of an integrated starter generator (ISG), an ECU reduces power generation torque at a reduction rate smaller than that at the time when stopping the power generation of the ISG in a state that the ignition timing of the engine is not retarded (step S6). The reduction rate is not limited to a constant reduction rate, and when stopping the power generation of the ISG in the state that the ignition timing of the engine is retarded, the ECU may vary the reduction rate of the power generation torque within a predetermined range smaller than the reduction rate of the power generation torque at the time when the ignition timing is not retarded.SELECTED DRAWING: Figure 2

Description

本発明は、車両の発電制御装置に関する。   The present invention relates to a vehicle power generation control device.

自動車等の車両にあっては、エンジンと、エンジンの回転速度の制御を行うことが可能な回転電機と、エンジンの点火時期を制御する制御装置とを備えた車両が従来知られている（特許文献１参照）。   In vehicles such as automobiles, a vehicle including an engine, a rotating electrical machine capable of controlling the rotational speed of the engine, and a control device that controls the ignition timing of the engine is conventionally known (patent). Reference 1).

特許文献１に記載の車両において、制御装置は、エンジンの回転速度が回転電機により制御されていない場合には、エンジンの回転速度が回転電機により制御されている場合に比べて、エンジン始動時の点火時期をより遅角側に設定するようになっている。   In the vehicle described in Patent Document 1, when the engine rotation speed is not controlled by the rotating electrical machine, the control device is more capable of starting the engine than when the engine rotation speed is controlled by the rotating electrical machine. The ignition timing is set to a more retarded side.

これにより、特許文献１に記載の車両は、エンジンの回転速度が制御されない場合に、低負荷であるために始動直後のエンジン回転速度が急激に増加してしまうのを防止できる。また、始動直後のエンジン回転速度の急増を防止すべく点火時期等の始動条件を設定した場合に、負荷の増加とエンジンのトルク不足によりノッキング等が生じてしまうのを防止できる。したがって、特許文献１に記載の車両は、エンジン始動時のエンジンの負荷変動に起因する運転性能の悪化を抑制できる。   As a result, the vehicle described in Patent Document 1 can prevent the engine rotation speed immediately after starting from rapidly increasing due to the low load when the engine rotation speed is not controlled. Further, when starting conditions such as ignition timing are set to prevent a rapid increase in engine rotation speed immediately after starting, it is possible to prevent knocking or the like from occurring due to an increase in load and insufficient engine torque. Therefore, the vehicle described in Patent Literature 1 can suppress deterioration in driving performance due to engine load fluctuation at the time of engine start.

特許第５７７２９６３号公報Japanese Patent No. 5772963

ここで、エンジンの負荷変動は、エンジンの始動時だけでなくエンジンの始動後のアイドリング中や車両走行中にも発生することがある。例えば、エンジンの動力により発電機を駆動して蓄電池を充電している状態から、充電完了により発電機を停止させるとき、発電機の発電トルクが大きく急減する。この場合、発電トルクとエンジントルクとの釣り合いが急激に崩れ、エンジン回転数の急増、すなわちエンジンの吹け上がりが発生してしまう。このようなエンジンの吹け上がりは、排気ガスの増大、燃費の悪化、振動および騒音の増加を引き起こしてしまう。一方、エンジンの点火時期は、触媒装置の暖機等を目的に遅角側に設定されるため、状況によっては限界まで遅角される。   Here, engine load fluctuations may occur not only when the engine is started, but also during idling after the engine is started or during vehicle travel. For example, when the generator is stopped by charging completion from the state where the generator is driven by the power of the engine and the storage battery is charged, the power generation torque of the generator greatly decreases. In this case, the balance between the power generation torque and the engine torque is abruptly lost, and a rapid increase in the engine speed, that is, engine blow-up occurs. Such engine surging causes an increase in exhaust gas, deterioration in fuel consumption, vibration and noise. On the other hand, the ignition timing of the engine is set to the retard side for the purpose of warming up the catalyst device or the like, and therefore is retarded to the limit depending on the situation.

しかしながら、特許文献１に記載のものは、点火時期が既に限界まで遅角された状況では、発電機の発電を停止する際の発電トルクの急減に応じて点火時期をさらに遅角することができず、エンジンの吹け上がりを防止することができないという問題があった。   However, in the case where the ignition timing is already retarded to the limit, the one described in Patent Document 1 can further retard the ignition timing according to the sudden decrease in the power generation torque when stopping the power generation of the generator. Therefore, there was a problem that it was not possible to prevent the engine from running up.

本発明は、上記のような問題点に着目してなされたものであり、発電機の発電を停止する際の発電トルクの急減によりエンジンが吹け上がるのを防止できる車両の発電制御装置を提供することを目的とするものである。   The present invention has been made paying attention to the above problems, and provides a power generation control device for a vehicle that can prevent an engine from blowing up due to a sudden decrease in power generation torque when stopping power generation of a generator. It is for the purpose.

本発明は、エンジンと、前記エンジンの駆動軸に連結され、前記エンジンの駆動力により発電する発電機と、前記エンジンの点火時期を調整する点火制御装置と、前記発電機に電気的に接続され、前記発電機が発電した電力が充電される蓄電池と、を備える車両の発電制御装置であって、前記蓄電池の充電状態が所定値以上になると前記発電機の発電トルクを減少して発電を停止する制御部を備え、前記制御部は、前記点火制御装置により前記エンジンの点火時期が遅角された状態で前記発電機の発電を停止させる場合は、前記点火制御装置により前記エンジンの点火時期が遅角されていない状態で前記発電機の発電を停止させるときよりも、前記発電トルクの減少率を小さく設定することを特徴とする。   The present invention is electrically connected to an engine, a generator coupled to a drive shaft of the engine and generating electric power by the driving force of the engine, an ignition control device for adjusting an ignition timing of the engine, and the generator. And a storage battery charged with the power generated by the generator, and when the charged state of the storage battery exceeds a predetermined value, the power generation torque of the generator is reduced to stop power generation And when the ignition control device stops the power generation of the generator while the ignition timing of the engine is retarded by the ignition control device, the ignition control device determines the ignition timing of the engine. The reduction rate of the power generation torque is set to be smaller than when the power generation of the generator is stopped in a state where the angle is not retarded.

このように上記の本発明によれば、発電機の発電を停止する際の発電トルクの急減によりエンジンが吹け上がるのを防止できる。   As described above, according to the present invention, it is possible to prevent the engine from blowing up due to a sudden decrease in the power generation torque when the power generation of the generator is stopped.

図１は、本発明の第１実施例に係る発電制御装置を搭載する車両の構成図である。FIG. 1 is a configuration diagram of a vehicle equipped with a power generation control device according to a first embodiment of the present invention. 図２は、本発明の第１実施例に係る発電制御装置の発電制御動作を説明するフローチャートである。FIG. 2 is a flowchart for explaining the power generation control operation of the power generation control apparatus according to the first embodiment of the present invention. 図３は、本発明の第１実施例に係る発電制御装置により発電制御動作が実施されたときの車両状態の経時変化を示すタイミングチャートである。FIG. 3 is a timing chart showing changes over time in the vehicle state when the power generation control operation is performed by the power generation control apparatus according to the first embodiment of the present invention. 図４は、本発明の第２実施例に係る発電制御装置の発電制御動作を説明するフローチャートである。FIG. 4 is a flowchart for explaining the power generation control operation of the power generation control apparatus according to the second embodiment of the present invention. 図５は、本発明の第２実施例に係る発電制御装置により発電制御動作が実施されたときの車両状態の経時変化を示すタイミングチャートである。FIG. 5 is a timing chart showing changes over time in the vehicle state when the power generation control operation is performed by the power generation control device according to the second embodiment of the present invention.

本発明の一実施の形態に係る車両の発電制御装置は、エンジンと、エンジンの駆動軸に連結され、エンジンの駆動力により発電する発電機と、エンジンの点火時期を調整する点火制御装置と、発電機に電気的に接続され、発電機が発電した電力が充電される蓄電池と、を備える車両の発電制御装置であって、蓄電池の充電状態が所定値以上になると発電機の発電トルクを減少して発電を停止する制御部を備え、制御部は、点火制御装置によりエンジンの点火時期が遅角された状態で発電機の発電を停止させる場合は、点火制御装置によりエンジンの点火時期が遅角されていない状態で発電機の発電を停止させるときよりも、発電トルクの減少率を小さく設定することを特徴とする。これにより、本発明の一実施の形態に係る車両の発電制御装置は、発電機の発電を停止する際の発電トルクの急減によりエンジンが吹け上がるのを防止できる。   A vehicle power generation control device according to an embodiment of the present invention includes an engine, a generator connected to a drive shaft of the engine and generating power by the driving force of the engine, an ignition control device that adjusts the ignition timing of the engine, A power generation control device for a vehicle comprising a storage battery that is electrically connected to a power generator and charged with power generated by the power generator, and reduces the power generation torque of the power generator when the charge state of the storage battery exceeds a predetermined value A control unit that stops the power generation, and the control unit delays the engine ignition timing by the ignition control device when stopping the power generation of the generator with the ignition control device retarded by the ignition control device. The reduction rate of the power generation torque is set to be smaller than when the power generation of the generator is stopped in a state where the power is not turned. Thus, the vehicle power generation control device according to the embodiment of the present invention can prevent the engine from blowing up due to a sudden decrease in the power generation torque when the power generation of the generator is stopped.

以下、本発明の第１実施例に係る車両の発電制御装置について図面を用いて説明する。図１から図３は、本発明の第１実施例に係る車両の発電制御装置を説明する図である。   A vehicle power generation control apparatus according to a first embodiment of the present invention will be described below with reference to the drawings. 1 to 3 are diagrams for explaining a vehicle power generation control device according to a first embodiment of the present invention.

図１に示すように、ハイブリッド車両１は、内燃機関としてのエンジン２と、トランスミッション３と、モータジェネレータ４と、駆動輪５と、ハイブリッド車両１を総合的に制御するＥＣＵ（Electronic Control Unit）１０と、とを含んで構成される。   As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4, drive wheels 5, and an ECU (Electronic Control Unit) 10 that comprehensively controls the hybrid vehicle 1. And.

エンジン２には、複数の気筒が形成されている。本実施例において、エンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程および排気行程からなる一連の４行程を行うように構成されている。エンジン２の点火時期は、ＥＣＵ１０により制御される。エンジン２の排気管１７には触媒装置１９が設けられており、触媒装置１９は、エンジン２からの排気を浄化する。   The engine 2 is formed with a plurality of cylinders. In this embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder. The ignition timing of the engine 2 is controlled by the ECU 10. A catalyst device 19 is provided in the exhaust pipe 17 of the engine 2, and the catalyst device 19 purifies exhaust from the engine 2.

トランスミッション３は、エンジン２から出力された回転を変速し、ドライブシャフト２３を介して駆動輪５を駆動するようになっている。トランスミッション３は、平行軸歯車機構からなる常時噛合式の図示しない変速機構を備えている。   The transmission 3 shifts the rotation output from the engine 2 and drives the drive wheels 5 via the drive shaft 23. The transmission 3 is provided with a transmission mechanism (not shown) of a constantly meshing type composed of a parallel shaft gear mechanism.

エンジン２とトランスミッション３の間には、乾式単板式のクラッチ２６が設けられており、クラッチ２６は、エンジン２とトランスミッション３との間の動力伝達を接続または切断する。   A dry single-plate clutch 26 is provided between the engine 2 and the transmission 3, and the clutch 26 connects or disconnects power transmission between the engine 2 and the transmission 3.

トランスミッション３と駆動輪５の間にはギヤ２７が設けられている。ギヤ２７と駆動輪５はドライブシャフト２３により連結されている。ギヤ２７は、左右の駆動輪５が差動回転可能に、トランスミッション３からドライブシャフト２３に駆動力を伝達する。   A gear 27 is provided between the transmission 3 and the drive wheel 5. The gear 27 and the drive wheel 5 are connected by a drive shaft 23. The gear 27 transmits driving force from the transmission 3 to the drive shaft 23 so that the left and right drive wheels 5 can be differentially rotated.

モータジェネレータ４は、ギヤ２７に対して、チェーン等の動力伝達機構２８を介して連結されている。モータジェネレータ４は、電動機として機能することで、動力伝達機構２８を介してギヤ２７に動力を伝達し、この動力により駆動輪５を駆動させる。   The motor generator 4 is connected to the gear 27 via a power transmission mechanism 28 such as a chain. The motor generator 4 functions as an electric motor, thereby transmitting power to the gear 27 through the power transmission mechanism 28 and driving the drive wheels 5 with this power.

このように、ハイブリッド車両１は、エンジン２とモータジェネレータ４の両方の動力を車両の駆動に用いることが可能なパラレルハイブリッドシステムを構成している。ハイブリッド車両１は、エンジン２およびモータジェネレータ４の少なくとも一方が発生する動力により走行する。モータジェネレータ４は、発電機としても機能し、ハイブリッド車両１の走行によって発電を行うようになっている。   Thus, the hybrid vehicle 1 forms a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle. The hybrid vehicle 1 travels using power generated by at least one of the engine 2 and the motor generator 4. The motor generator 4 also functions as a generator and generates power when the hybrid vehicle 1 travels.

ハイブリッド車両１は、図示しない高電圧バッテリとインバータとを備えており、モータジェネレータ４には、高電圧バッテリの電気がインバータを介して供給される。インバータは、ＥＣＵ１０の制御により、交流電力と直流電力とを相互に変換するようになっている。   The hybrid vehicle 1 includes a high voltage battery and an inverter (not shown), and the motor generator 4 is supplied with electricity from the high voltage battery via the inverter. The inverter converts AC power and DC power to each other under the control of the ECU 10.

ＥＣＵ１０は、例えば、モータジェネレータ４を力行させるときには、高電圧バッテリが放電した直流電力をインバータにより交流電力に変換させてモータジェネレータ４に供給する。一方、ＥＣＵ１０は、モータジェネレータ４を回生させるときには、モータジェネレータ４が発電した交流電力をインバータにより直流電力に変換させて高電圧バッテリに充電する。   For example, when powering the motor generator 4, the ECU 10 converts the DC power discharged from the high voltage battery into AC power by an inverter and supplies the AC power to the motor generator 4. On the other hand, when regenerating motor generator 4, ECU 10 converts the AC power generated by motor generator 4 into DC power by an inverter and charges the high voltage battery.

なお、モータジェネレータ４は、トランスミッション３から駆動輪５までの動力伝達経路の何れかの箇所に動力伝達可能に連結されていればよく、必ずしもギヤ２７に連結される必要はない。   The motor generator 4 may be connected to any part of the power transmission path from the transmission 3 to the drive wheel 5 so as to be able to transmit power, and is not necessarily connected to the gear 27.

ハイブリッド車両１はＩＳＧ（Integrated Starter Generator）２０、鉛電池３０およびＬｉ電池３１を備えている。   The hybrid vehicle 1 includes an ISG (Integrated Starter Generator) 20, a lead battery 30 and a Li battery 31.

ＩＳＧ２０は、ベルト２２を介してエンジン２の駆動軸１８に連結されている。ＩＳＧ２０は、電力が供給されることにより回転することでエンジン２を始動させる電動機の機能と、エンジン２の駆動力により発電する発電機の機能とを有する。すなわち、ＩＳＧ２０は、スタータと発電機を統合した回転電機である。ＩＳＧ２０は、本発明における発電機を構成している。   The ISG 20 is connected to the drive shaft 18 of the engine 2 via a belt 22. The ISG 20 has a function of an electric motor that starts the engine 2 by rotating when supplied with electric power, and a function of a generator that generates electric power by the driving force of the engine 2. That is, the ISG 20 is a rotating electrical machine that integrates a starter and a generator. ISG20 comprises the generator in this invention.

ＩＳＧ２０の発電時は、エンジン２の動力の一部が発電に用いられており、ＩＳＧ２０で発電するための発電トルクが、負荷トルクとしてエンジン２に作用する。なお、ＩＳＧ２０は、電動機として機能することでハイブリッド車両１の走行をアシストすることもできる。   During power generation by the ISG 20, a part of the power of the engine 2 is used for power generation, and the power generation torque for generating power by the ISG 20 acts on the engine 2 as a load torque. In addition, ISG20 can also assist driving | running | working of the hybrid vehicle 1 by functioning as an electric motor.

鉛電池３０およびＬｉ電池３１は、充電可能な二次電池からなる。鉛電池３０は電極に鉛を用いた鉛蓄電池からなる。Ｌｉ電池３１は、正極と負極の間をリチウムイオンが行き来することで放電と充電を行うリチウムイオン二次電池からなり、鉛電池３０よりも高出力かつ高エネルギー密度な蓄電池である。   The lead battery 30 and the Li battery 31 are rechargeable secondary batteries. The lead battery 30 is a lead storage battery using lead as an electrode. The Li battery 31 is a lithium ion secondary battery that discharges and charges when lithium ions move back and forth between the positive electrode and the negative electrode, and is a storage battery that has higher output and higher energy density than the lead battery 30.

Ｌｉ電池３１は、鉛電池３０と比較して短い時間で充電が可能であるという特性を有する。鉛電池３０およびＬｉ電池３１は、約１２Ｖの出力電圧を発生するようにセルの個数等が設定された低電圧電池である。鉛電池３０およびＬｉ電池３１の充電状態（ＳＯＣ）はＥＣＵ１０によって管理される。   The Li battery 31 has a characteristic that it can be charged in a shorter time than the lead battery 30. The lead battery 30 and the Li battery 31 are low voltage batteries in which the number of cells is set so as to generate an output voltage of about 12V. The state of charge (SOC) of the lead battery 30 and the Li battery 31 is managed by the ECU 10.

ハイブリッド車両１は、一般負荷３７および被保護負荷３８を備えている。被保護負荷３８は、常に安定した電力供給が要求される電気負荷である。この被保護負荷３８は、車両の横滑りを防止するスタビリティ制御装置、操舵輪の操作力を電気的にアシストする図示しない電動パワーステアリング制御装置、およびヘッドライト等を含んでいる。   The hybrid vehicle 1 includes a general load 37 and a protected load 38. The protected load 38 is an electric load that always requires a stable power supply. The protected load 38 includes a stability control device that prevents the vehicle from slipping, an electric power steering control device (not shown) that electrically assists the operating force of the steering wheel, a headlight, and the like.

また、被保護負荷３８は、図示しないインストルメントパネルのランプ類およびメータ類並びにカーナビゲーションシステムも含んでいる。一般負荷３７は、被保護負荷３８と比較して安定した電力供給が要求されず、一時的に使用される電気負荷である。一般負荷３７には、例えば、図示しないワイパー、および、エンジン２に冷却風を送風する電動クーリングファンが含まれる。   The protected load 38 also includes instrument panel lamps and meters (not shown) and a car navigation system. The general load 37 is an electric load that is temporarily used without requiring stable power supply as compared with the protected load 38. The general load 37 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to the engine 2.

ＩＳＧ２０は、低電圧ケーブル３６を介して、一般負荷３７、被保護負荷３８、鉛電池３０、Ｌｉ電池３１に電力を供給可能に接続されている。鉛電池３０およびＬｉ電池３１は、ＩＳＧ２０に電気的に接続されており、ＩＳＧ２０が発電した電力が充電される。Ｌｉ電池３１は本発明における蓄電池を構成している。   The ISG 20 is connected to a general load 37, a protected load 38, a lead battery 30, and a Li battery 31 through a low voltage cable 36 so that power can be supplied. The lead battery 30 and the Li battery 31 are electrically connected to the ISG 20, and the electric power generated by the ISG 20 is charged. Li battery 31 comprises the storage battery in this invention.

ＩＳＧ２０、一般負荷３７、被保護負荷３８、鉛電池３０およびＬｉ電池３１は、互いに並列に接続されている。低電圧ケーブル３６は、ＩＳＧ２０とＬｉ電池３１とを接続するように配設された母線部分３６Ａと、この母線部分３６Ａに鉛電池３０、一般負荷３７、Ｌｉ電池３１、被保護負荷３８を接続する支線部分３６Ｂとからなる。低電圧ケーブル３６の母線部分３６Ａには、ＩＳＧ２０からＬｉ電池３１側に向かって、鉛電池３０、一般負荷３７、Ｌｉ電池３１、被保護負荷３８が順次接続されている。   The ISG 20, the general load 37, the protected load 38, the lead battery 30 and the Li battery 31 are connected in parallel to each other. The low voltage cable 36 is connected to the bus portion 36A disposed so as to connect the ISG 20 and the Li battery 31, and the lead battery 30, the general load 37, the Li battery 31, and the protected load 38 are connected to the bus portion 36A. It consists of a branch line portion 36B. A lead battery 30, a general load 37, a Li battery 31, and a protected load 38 are sequentially connected from the ISG 20 to the Li battery 31 side to the bus portion 36A of the low voltage cable 36.

低電圧ケーブル３６におけるＬｉ電池３１の支線部分３６Ｂには、Ｌｉ接続スイッチ４０が設けられており、Ｌｉ接続スイッチ４０は、Ｌｉ電池３１とＩＳＧ２０とを接続または遮断する。ここで、Ｌｉ接続スイッチ４０は、閉状態のときにＬｉ電池３１とＩＳＧ２０とを接続し、開状態のときにＬｉ電池３１とＩＳＧ２０とを遮断する。Ｌｉ接続スイッチ４０の開閉はＥＣＵ１０により制御される。   A Li connection switch 40 is provided in a branch line portion 36B of the Li battery 31 in the low voltage cable 36, and the Li connection switch 40 connects or disconnects the Li battery 31 and the ISG 20. Here, the Li connection switch 40 connects the Li battery 31 and the ISG 20 in the closed state, and shuts off the Li battery 31 and the ISG 20 in the open state. Opening and closing of the Li connection switch 40 is controlled by the ECU 10.

Ｌｉ接続スイッチ４０が閉じているときは、Ｌｉ電池３１とＩＳＧ２０とが接続されるため、ＩＳＧ２０で発電された電力をＬｉ電池３１に充電可能な状態となる。Ｌｉ接続スイッチ４０が開いているときは、Ｌｉ電池３１とＩＳＧ２０とが遮断されるため、ＩＳＧ２０で発電された電力がＬｉ電池３１に充電されない状態となる。   When the Li connection switch 40 is closed, since the Li battery 31 and the ISG 20 are connected, the Li battery 31 can be charged with the electric power generated by the ISG 20. When the Li connection switch 40 is open, the Li battery 31 and the ISG 20 are disconnected, so that the power generated by the ISG 20 is not charged in the Li battery 31.

なお、低電圧ケーブル３６の母線部分３６Ａにおける一般負荷３７とＬｉ電池３１との間には、接続スイッチ４１が設けられている。ＥＣＵ１０は、Ｌｉ接続スイッチ４０および接続スイッチ４１の開閉を車両状態に応じて制御し、常に安定した電力供給が要求される被保護負荷３８に優先的に電力を供給するようになっている。   A connection switch 41 is provided between the general load 37 and the Li battery 31 in the bus portion 36A of the low voltage cable 36. The ECU 10 controls the opening and closing of the Li connection switch 40 and the connection switch 41 according to the vehicle state, and supplies power preferentially to the protected load 38 for which stable power supply is always required.

例えば、アイドリングストップによりエンジン２が停止しているときは、Ｌｉ接続スイッチ４０を閉じ、接続スイッチ４１を開くことで、高出力かつ高エネルギー密度なＬｉ電池３１から被保護負荷３８に電力を供給するようになっている。   For example, when the engine 2 is stopped due to idling stop, the Li connection switch 40 is closed and the connection switch 41 is opened to supply power to the protected load 38 from the Li battery 31 with high output and high energy density. It is like that.

ハイブリッド車両１は、ヒートポンプ式のエアコン６を備えており、このエアコン６は、内部のコンプレッサ等で作った低温の空気と、エンジン２を熱源として作った高温の空気とを混合することで、車内の温度を調整する。   The hybrid vehicle 1 includes a heat pump type air conditioner 6. The air conditioner 6 mixes low temperature air produced by an internal compressor and the like with high temperature air produced using the engine 2 as a heat source. Adjust the temperature.

エアコン６は、エンジン２の駆動軸１８にベルト２１を介して連結されており、エンジン２の動力によって内部のコンプレッサを駆動させることで作動する。エアコン６はマグネットクラッチ６Ａを備えており、マグネットクラッチ６Ａによりエンジン２との動力伝達を接続または切断する。   The air conditioner 6 is connected to a drive shaft 18 of the engine 2 via a belt 21 and operates by driving an internal compressor with the power of the engine 2. The air conditioner 6 includes a magnet clutch 6A, and the power transmission with the engine 2 is connected or disconnected by the magnet clutch 6A.

エアコン６の作動中は、マグネットクラッチ６Ａが接続されてエンジン２の動力の一部がエアコン６のコンプレッサの駆動に用いられるため、コンプレッサを駆動するための負荷トルクがエンジン２に作用する。エアコン６は本発明における補機および空調装置を構成する。   During the operation of the air conditioner 6, the magnet clutch 6 </ b> A is connected and a part of the power of the engine 2 is used to drive the compressor of the air conditioner 6, so that a load torque for driving the compressor acts on the engine 2. The air conditioner 6 constitutes an auxiliary machine and an air conditioner in the present invention.

なお、エアコン６は、運転者によって作動と非作動とに切替えられる手動式エアコンであってもよいし、設定温度との差に応じて自動的に作動と非作動とに切り替わるオート式エアコンであってもよい。   The air conditioner 6 may be a manual air conditioner that is switched between activated and deactivated by the driver, or an automatic air conditioner that automatically switches between activated and deactivated according to the difference from the set temperature. May be.

ＥＣＵ１０は、ＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータなどを保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。   The ECU 10 includes a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), a flash memory for storing backup data, an input port, and an output port. It is composed of units.

このコンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットをＥＣＵ１０として機能させるためのプログラムが格納されている。すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施例におけるＥＣＵ１０として機能する。   The ROM of the computer unit stores a program for causing the computer unit to function as the ECU 10 along with various constants and maps. That is, when the CPU executes a program stored in the ROM using the RAM as a work area, these computer units function as the ECU 10 in this embodiment.

ここで、エンジン２の冷機始動直後等で触媒装置１９の温度が低い状態では、触媒装置１９は本来の排気ガス浄化性能を発揮することができない。そこで、ＥＣＵ１０は、エンジン２の点火時期を遅角させることで、触媒装置１９を早期活性化させるようになっている。   Here, when the temperature of the catalyst device 19 is low, such as immediately after the engine 2 is cold-started, the catalyst device 19 cannot exhibit its original exhaust gas purification performance. Therefore, the ECU 10 delays the ignition timing of the engine 2 to activate the catalyst device 19 early.

エンジン２の点火時期が遅角されると、混合気が点火により燃焼を開始してから排気ガスとなって排気弁から排出されるまでの時間が短くなり、冷える前の高温の排気ガスが触媒装置１９に到達する。   When the ignition timing of the engine 2 is retarded, the time from when the air-fuel mixture starts to combust by ignition until it becomes exhaust gas and is exhausted from the exhaust valve is shortened. Device 19 is reached.

これにより、触媒装置１９は、早期に活性温度まで上昇し、排気ガス浄化性能を発揮する。このように、ＥＣＵ１０は、触媒装置１９の暖機中はエンジン２の点火時期を遅角するようになっている。ＥＣＵ１０は、本発明における点火制御装置を構成している。   As a result, the catalyst device 19 quickly rises to the activation temperature and exhibits exhaust gas purification performance. In this way, the ECU 10 retards the ignition timing of the engine 2 while the catalyst device 19 is warming up. The ECU 10 constitutes an ignition control device in the present invention.

ＥＣＵ１０は、点火時期を調整したり、スロットルバルブ開度を制御して吸気量を調整したりすることで、エンジントルクと負荷トルクの釣り合いを保ち、負荷トルクの変動によりエンジン回転数が大きく変動するのを抑制するようになっている。言い換えると、ＥＣＵ１０は、外乱によるエンジン回転数の変動を抑制するようにエンジントルクを制御している。   The ECU 10 maintains the balance between the engine torque and the load torque by adjusting the ignition timing or adjusting the intake air amount by controlling the throttle valve opening, and the engine speed greatly fluctuates due to the fluctuation of the load torque. It has come to suppress. In other words, the ECU 10 controls the engine torque so as to suppress fluctuations in the engine speed due to disturbance.

ここで、点火時期の調整によりエンジントルクを調整する方法は、安定燃焼を維持する必要があるために調整可能な範囲は限定されるが、エンジントルクを速やかに調整できるという特性がある。   Here, the method for adjusting the engine torque by adjusting the ignition timing has a characteristic that the engine torque can be adjusted quickly although the adjustable range is limited because it is necessary to maintain stable combustion.

一方、吸気量を調整してエンジントルクを調整する方法は、調整可能な範囲が大きいが、スロットルバルブと燃焼室とが離れていることによる吸気の応答遅れにより、スロットルバルブ開度を変化させてから実際にエンジントルクが変化するまでに遅延が生じてしまうという特性がある。このため、ＥＣＵ１０は、上記の２つの調整方法を状況に応じて使い分けている。   On the other hand, the method of adjusting the engine torque by adjusting the intake amount has a large adjustable range, but the throttle valve opening is changed by the response delay of the intake due to the separation of the throttle valve and the combustion chamber. Therefore, there is a characteristic that a delay occurs until the engine torque actually changes. For this reason, the ECU 10 uses the above two adjustment methods in accordance with the situation.

ＥＣＵ１０は、エアコン６が作動を停止してマグネットクラッチ６Ａが切り離された場合、マグネットクラッチ６Ａの切り離しによるエンジン２の負荷トルクの急減に対し、点火時期の遅角によってエンジントルクを調整するようになっている。   When the air conditioner 6 stops operating and the magnet clutch 6A is disconnected, the ECU 10 adjusts the engine torque by retarding the ignition timing against the sudden decrease in the load torque of the engine 2 due to the disconnection of the magnet clutch 6A. ing.

また、本実施例では、ＥＣＵ１０は、Ｌｉ電池３１の充電状態が所定値以上になるとＩＳＧ２０の発電トルクを減少して発電を停止するようになっている。ＥＣＵ１０は、本発明における制御部を構成している。また、ＥＣＵ１０は、ＩＳＧ２０の発電を停止した後、Ｌｉ接続スイッチ４０を開いてＬｉ電池３１とＩＳＧ２０とを遮断するようになっている。   Further, in this embodiment, the ECU 10 stops the power generation by reducing the power generation torque of the ISG 20 when the state of charge of the Li battery 31 exceeds a predetermined value. ECU10 comprises the control part in this invention. The ECU 10 stops the power generation of the ISG 20 and then opens the Li connection switch 40 to shut off the Li battery 31 and the ISG 20.

なお、ＩＳＧ２０の発電を停止してＬｉ接続スイッチ４０を開いているときは、ＥＣＵ１０は、接続スイッチ４１を閉じて鉛電池３０から被保護負荷３８に電力を供給する。   When the power generation of the ISG 20 is stopped and the Li connection switch 40 is opened, the ECU 10 closes the connection switch 41 and supplies power from the lead battery 30 to the protected load 38.

ここで、点火時期を遅角していない状態でＩＳＧ２０の発電を停止する場合、点火時期を遅角する余地があるため、発電トルクの減少率が大きい場合であっても、点火時期の遅角により、速やかにエンジントルクを発電トルクに追従させて減少させることができる。   Here, when the power generation of the ISG 20 is stopped in a state where the ignition timing is not retarded, there is room for retarding the ignition timing, so even if the reduction rate of the power generation torque is large, the ignition timing retardation As a result, the engine torque can be quickly made to follow the power generation torque and reduced.

一方、点火時期を限界まで遅角して触媒装置１９を暖機している状態でＩＳＧ２０の発電を停止する場合、点火時期を更に遅角することはできない。この場合、吸気量の調整によりエンジントルクを調整する必要があり、発電トルクの減少率が大きすぎるとエンジントルクの減少が追いつかず、エンジン２が吹け上がってしまう。   On the other hand, when the power generation of the ISG 20 is stopped while the ignition timing is retarded to the limit and the catalyst device 19 is warmed up, the ignition timing cannot be further retarded. In this case, it is necessary to adjust the engine torque by adjusting the intake air amount. If the reduction rate of the power generation torque is too large, the reduction of the engine torque cannot catch up and the engine 2 blows up.

そこで、ＥＣＵ１０は、エンジン２の点火時期が遅角された状態でＩＳＧ２０の発電を停止させる場合は、エンジン２の点火時期が遅角されていない状態でＩＳＧ２０の発電を停止させるときよりも、発電トルクの減少率を小さく設定するようになっている。   Therefore, when the ECU 10 stops the power generation of the ISG 20 with the ignition timing of the engine 2 retarded, the ECU 10 generates power more than when the power generation of the ISG 20 stops with the ignition timing of the engine 2 not retarded. The torque reduction rate is set to be small.

ここで、発電トルクの減少率は、一定の減少率でもよいし、変化する減少率でもよい。言い換えると、ＩＳＧ２０を停止する際に、一定の減少率で発電トルクを線形に減少させてもよいし、減少率を変化させて発電トルクを非線形に減少させてもよい。   Here, the reduction rate of the power generation torque may be a constant reduction rate or a changing reduction rate. In other words, when the ISG 20 is stopped, the power generation torque may be linearly decreased at a constant decrease rate, or the power generation torque may be decreased nonlinearly by changing the decrease rate.

このように、ＥＣＵ１０は、エンジン２の点火時期が遅角された状態でＩＳＧ２０の発電を停止させるときは、エンジン２の点火時期が遅角されていないときの発電トルクの減少率より低い所定範囲で、発電トルクの減少率を変化させてもよい。ここで、発電トルクの減少率が小さすぎるとＩＳＧ２０の停止に長い時間がかかり、Ｌｉ電池３１が過充電になるおそれがある。そこで、この所定範囲は、点火時期が遅角されていないときの減少率より小さく、かつ、Ｌｉ電池３１が過充電にならない程度に大きい範囲に設定される。   As described above, when the ECU 10 stops the power generation of the ISG 20 in a state where the ignition timing of the engine 2 is retarded, the ECU 10 has a predetermined range lower than the reduction rate of the power generation torque when the ignition timing of the engine 2 is not retarded. Thus, the reduction rate of the power generation torque may be changed. Here, if the reduction rate of the power generation torque is too small, it takes a long time to stop the ISG 20, and the Li battery 31 may be overcharged. Therefore, this predetermined range is set to a range that is smaller than the rate of decrease when the ignition timing is not retarded and large enough that the Li battery 31 is not overcharged.

ＥＣＵ１０は、例えば、発電トルクが大きな減少率と小さな減少率とで階段状に減少するように、発電トルクの減少率を変化させてもよい。これにより、減少率を一定とした場合より短時間でＩＳＧ２０を停止させることができる。   For example, the ECU 10 may change the power generation torque decrease rate so that the power generation torque decreases stepwise between a large decrease rate and a small decrease rate. As a result, the ISG 20 can be stopped in a shorter time than when the reduction rate is constant.

以上のように構成されたハイブリッド車両の発電制御装置において実行される発電制御動作について、図２に示すフローチャートを参照して説明する。   The power generation control operation executed in the power generation control device for a hybrid vehicle configured as described above will be described with reference to the flowchart shown in FIG.

図２において、ＥＣＵ１０は、Ｌｉ電池３１の充電状態が所定値以下であるか否かを判定し（ステップＳ１）、充電状態が所定値を超えている場合は、Ｌｉ電池３１の充電が必要ないため、今回の発電制御動作を終了する。   In FIG. 2, the ECU 10 determines whether or not the state of charge of the Li battery 31 is equal to or less than a predetermined value (step S1). If the state of charge exceeds the predetermined value, charging of the Li battery 31 is not necessary. Therefore, the current power generation control operation is terminated.

ステップＳ１でＬｉ電池３１の充電状態が所定値以下であった場合は、ＥＣＵ１０は、Ｌｉ電池３１の充電が必要であるため、Ｌｉ電池３１とＩＳＧ２０の間のＬｉ接続スイッチ４０をオン（接続状態）にして（ステップＳ２）、ＩＳＧ２０を駆動する（ステップＳ３）。このステップＳ２、Ｓ３により、ＩＳＧ２０で所定の発電トルクで電力が発電され、この電力がＬｉ電池３１に充電される。   If the charged state of the Li battery 31 is equal to or less than the predetermined value in step S1, the ECU 10 needs to charge the Li battery 31, and therefore turns on the Li connection switch 40 between the Li battery 31 and the ISG 20 (connected state). ) (Step S2), the ISG 20 is driven (step S3). Through steps S2 and S3, electric power is generated with a predetermined power generation torque by the ISG 20, and the Li battery 31 is charged with this electric power.

次いで、ＥＣＵ１０は、触媒装置１９の暖機中であるか否かを判別する（ステップＳ４）。前述した通り、触媒装置１９が暖機中である場合、エンジン２の点火時期が遅角側に設定されている。すなわち、このステップＳ４では、触媒装置１９の暖機中であるかを判別することで、エンジン２の点火時期が遅角されているか否かを間接的に判別している。   Next, the ECU 10 determines whether or not the catalyst device 19 is warming up (step S4). As described above, when the catalyst device 19 is warming up, the ignition timing of the engine 2 is set to the retard side. That is, in this step S4, it is indirectly determined whether or not the ignition timing of the engine 2 is retarded by determining whether or not the catalyst device 19 is warming up.

ステップＳ４で触媒装置１９が暖機中であると判別した場合、ＥＣＵ１０は、Ｌｉ電池３１の充電状態がａ１以上であるか否かの判別を繰り返し（ステップＳ５）、充電状態がａ１以上となった場合は、ＩＳＧ２０の発電トルクを、小さな減少率ｂ１で緩やかに減少させる（ステップＳ６）。   If it is determined in step S4 that the catalyst device 19 is warming up, the ECU 10 repeatedly determines whether or not the state of charge of the Li battery 31 is a1 or more (step S5), and the state of charge becomes a1 or more. If this occurs, the power generation torque of the ISG 20 is gradually reduced with a small reduction rate b1 (step S6).

一方、ステップＳ４で触媒装置１９が暖機中ではないと判別した場合、ＥＣＵ１０は、Ｌｉ電池３１の充電状態がａ１より大きいａ２以上であるか否かの判別を繰り返し（ステップＳ７）、充電状態がａ２以上となった場合は、ＩＳＧ２０の発電トルクを、ｂ１よりも大きい通常時の減少率ｂ２で速やかに減少させる（ステップＳ７）。   On the other hand, if it is determined in step S4 that the catalyst device 19 is not warmed up, the ECU 10 repeatedly determines whether or not the state of charge of the Li battery 31 is greater than a2 and greater than a2 (step S7). If it becomes a2 or more, the power generation torque of the ISG 20 is quickly reduced at a normal reduction rate b2 larger than b1 (step S7).

ステップＳ６、Ｓ８の後、ＥＣＵ１０は、ＩＳＧ２０の発電が停止して発電トルクが０になったか否かの判別を繰り返し（ステップＳ９）、発電トルクが０になった場合は、Ｌｉ電池３１とＩＳＧ２０の間のＬｉ接続スイッチ４０をオフ（遮断状態）にし（ステップＳ１０）、今回の発電制御動作を終了する。   After steps S6 and S8, the ECU 10 repeatedly determines whether or not the power generation torque of the ISG 20 has stopped and the power generation torque has become zero (step S9). If the power generation torque has become zero, the ECU 10 and the ISG 20 The Li connection switch 40 is turned off (shut off) (step S10), and the current power generation control operation is terminated.

このように、本実施例の発電制御動作では、触媒装置１９の暖機のために点火時期が遅角されている状態でＩＳＧ２０の発電を停止する場合は、点火時期が遅角されていないときの通常の減少率ｂ２より小さな減少率ｂ１で、発電トルクを緩やかに減少させる。   Thus, in the power generation control operation of the present embodiment, when the power generation of the ISG 20 is stopped in a state where the ignition timing is retarded for warming up the catalyst device 19, the ignition timing is not retarded. The power generation torque is gradually reduced at a reduction rate b1 smaller than the normal reduction rate b2.

これにより、スロットルバルブ開度の調整により、エンジントルクを発電トルクに追従して減少させることができ、エンジン２の吹け上がりを防止できる。   Thus, by adjusting the throttle valve opening, the engine torque can be reduced following the power generation torque, and the engine 2 can be prevented from being blown up.

また、点火時期が遅角されている場合は、ａ２より小さい充電状態ａ１を閾値として、ＩＳＧ２０の発電トルクを早いタイミングで減少し始めるので、Ｌｉ電池３１が過充電になることを防止できる。   Further, when the ignition timing is retarded, since the power generation torque of the ISG 20 starts to decrease at an early timing with the charging state a1 smaller than a2 as a threshold, it is possible to prevent the Li battery 31 from being overcharged.

次に、図２の発電制御動作が実施されたときの車両状態の時系列変化について、図３のタイミングチャートに基づいて説明する。   Next, a time series change of the vehicle state when the power generation control operation of FIG. 2 is performed will be described based on the timing chart of FIG.

図３において、横軸は時間を示し、縦軸は、上から順に触媒暖機状態、エンジン回転数、Ｌｉ電池３１の充電状態、ＩＳＧ２０の発電トルク、ＩＳＧ２０とＬｉ電池３１とを接続するＬｉ接続スイッチ４０の接続状態を示している。なお、図示していないがこのタイミングチャートでは接続スイッチ４１は閉じられている。   In FIG. 3, the horizontal axis indicates time, and the vertical axis indicates the catalyst warm-up state, engine speed, charging state of the Li battery 31, power generation torque of the ISG 20, and Li connection for connecting the ISG 20 and the Li battery 31 in order from the top. The connection state of the switch 40 is shown. Although not shown, the connection switch 41 is closed in this timing chart.

時刻ｔ１で、エンジン２が始動され、エンジン回転数が０からアイドル回転数まで増加する。また、触媒暖機状態が非暖機中から暖機中に変化し、触媒装置１９の暖機のためにエンジン２の点火時期が遅角側に設定される。この状態でのエンジン２のアイドル回転数は、触媒装置１９の暖機中に対応する高めの回転数である。   At time t1, the engine 2 is started, and the engine speed increases from 0 to an idle speed. Further, the catalyst warm-up state changes from non-warm-up to warm-up, and the ignition timing of the engine 2 is set to the retard side for warming up the catalyst device 19. The idle speed of the engine 2 in this state is a higher speed corresponding to the warming-up of the catalyst device 19.

その後、時刻ｔ２で、Ｌｉ電池３１の充電状態が低く充電が必要なため、Ｌｉ接続スイッチ４０がオンにされ、ＩＳＧ２０が発電を開始して発電トルクが所定の発電トルクまで増加しはじめる。これにより、ＩＳＧ２０からＬｉ電池３１に電力が充電され、Ｌｉ電池３１の充電状態が増加する。   Thereafter, at time t2, since the state of charge of the Li battery 31 is low and charging is required, the Li connection switch 40 is turned on, the ISG 20 starts generating power, and the generated torque starts to increase to a predetermined generated torque. Thereby, electric power is charged from the ISG 20 to the Li battery 31, and the state of charge of the Li battery 31 increases.

その後、時刻ｔ３で、Ｌｉ電池３１の充電状態がａ１以上となったことで、ＩＳＧ２０の発電トルクが減少率ｂ１で緩やかに減少される。   Thereafter, at time t3, the state of charge of the Li battery 31 becomes a1 or more, so that the power generation torque of the ISG 20 is gently reduced at the reduction rate b1.

その後、時刻ｔ４で、ＩＳＧ２０の発電トルクが０まで減少し、Ｌｉ接続スイッチ４０がオフにされ、Ｌｉ電池３１の充電が終了する。また、時刻ｔ４では、Ｌｉ電池３１の充電終了後にＩＳＧ２０の発電トルクが所定の発電トルクまで増加され、ＩＳＧ２０の電力が電気負荷に供給される。   Thereafter, at time t4, the power generation torque of the ISG 20 decreases to 0, the Li connection switch 40 is turned off, and the charging of the Li battery 31 is completed. At time t4, after the charging of the Li battery 31 is completed, the power generation torque of the ISG 20 is increased to a predetermined power generation torque, and the power of the ISG 20 is supplied to the electric load.

その後、時刻ｔ５で、触媒装置１９の暖機が完了して触媒暖機状態が非暖機中となり、エンジン回転数が暖機完了後のアイドル回転数まで低下される。   Thereafter, at time t5, the warm-up of the catalyst device 19 is completed, the catalyst warm-up state becomes non-warm-up, and the engine speed is reduced to the idle speed after the warm-up is completed.

その後、時刻ｔ６で、エンジン２が停止され、エンジン回転数が０に向かって低下し、ＩＳＧ２０の発電トルクが０に向かって低下する。また、電気負荷での電力消費によりＬｉ電池３１の充電状態が低下し始める。   After that, at time t6, the engine 2 is stopped, the engine speed decreases toward 0, and the power generation torque of the ISG 20 decreases toward 0. In addition, the charged state of the Li battery 31 starts to decrease due to power consumption by the electric load.

また、エンジン２の再始動後の時刻ｔ７で、Ｌｉ電池３１が充電を要する充電状態まで低下したことで、Ｌｉ接続スイッチ４０がオンにされ、ＩＳＧ２０が発電を開始して発電トルクが増加し、Ｌｉ電池３１の充電状態が増加する。その後、時刻ｔ８で、ＩＳＧ２０の発電トルクが所定の発電トルクで一定にされる。   In addition, at time t7 after the engine 2 is restarted, the Li battery 31 is lowered to a charged state that requires charging, so that the Li connection switch 40 is turned on, the ISG 20 starts generating power, and the generated torque increases. The state of charge of the Li battery 31 increases. Thereafter, at time t8, the power generation torque of the ISG 20 is made constant at a predetermined power generation torque.

その後、時刻ｔ９で、Ｌｉ電池３１の充電状態がａ２以上となったことで、ＩＳＧ２０の発電トルクが減少率ｂ２で減少される。   Thereafter, at time t9, the state of charge of the Li battery 31 becomes a2 or more, so that the power generation torque of the ISG 20 is reduced at the reduction rate b2.

その後、時刻ｔ１０で、ＩＳＧ２０の発電トルクが０まで減少し、Ｌｉ接続スイッチ４０がオフにされ、Ｌｉ電池３１の充電が終了する。また、時刻ｔ１９では、Ｌｉ電池３１の充電終了後にＩＳＧ２０の発電トルクが所定の発電トルクまで増加され、ＩＳＧ２０の電力が電気負荷に供給される。   Thereafter, at time t10, the power generation torque of the ISG 20 decreases to 0, the Li connection switch 40 is turned off, and the charging of the Li battery 31 is completed. At time t19, after the charging of the Li battery 31 is completed, the power generation torque of the ISG 20 is increased to a predetermined power generation torque, and the power of the ISG 20 is supplied to the electric load.

以上のように、本実施例に係る車両の発電制御装置において、ＥＣＵ１０は、Ｌｉ電池３１の充電状態が所定値以上になるとＩＳＧ２０の発電トルクを減少して発電を停止する。   As described above, in the vehicle power generation control device according to the present embodiment, the ECU 10 stops the power generation by reducing the power generation torque of the ISG 20 when the state of charge of the Li battery 31 exceeds a predetermined value.

そして、ＥＣＵ１０は、エンジン２の点火時期が遅角された状態でＩＳＧ２０の発電を停止させる場合は、エンジン２の点火時期が遅角されていない状態でＩＳＧ２０の発電を停止させるときよりも、発電トルクの減少率を小さく設定する。   When the ECU 10 stops the power generation of the ISG 20 when the ignition timing of the engine 2 is retarded, the ECU 10 generates power more than when the power generation of the ISG 20 is stopped when the ignition timing of the engine 2 is not retarded. Decrease the torque reduction rate.

これにより、エンジン２の点火時期が遅角された状態でＩＳＧ２０の発電を停止させるときは、点火時期が遅角されていない状態でＩＳＧ２０の発電を停止させるときよりも、ＩＳＧ２０の発電トルクを緩やかに減少させることができる。   Thus, when the power generation of the ISG 20 is stopped when the ignition timing of the engine 2 is retarded, the power generation torque of the ISG 20 is made slower than when the power generation of the ISG 20 is stopped when the ignition timing is not retarded. Can be reduced.

このため、負荷トルクとしてエンジン２へ作用する発電トルクが緩やかに減少するため、吸気量の調整によってエンジントルクを発電トルクの減少に追従させることができる。   For this reason, since the power generation torque acting on the engine 2 as the load torque is gradually reduced, the engine torque can be made to follow the decrease in the power generation torque by adjusting the intake air amount.

この結果、ＩＳＧ２０の発電を停止する際の発電トルクの急減によりエンジン２が吹け上がるのを防止できる。   As a result, it is possible to prevent the engine 2 from blowing up due to a sudden decrease in the power generation torque when the power generation of the ISG 20 is stopped.

また、本実施例に係る車両の発電制御装置において、ＥＣＵ１０は、エンジン２の点火時期が遅角された状態でＩＳＧ２０の発電を停止させるときは、エンジン２の点火時期が遅角されていないときの発電トルクの減少率より低い所定範囲で、発電トルクの減少率を変化させる。   In the vehicle power generation control apparatus according to this embodiment, when the ECU 10 stops the power generation of the ISG 20 in a state where the ignition timing of the engine 2 is retarded, the ignition timing of the engine 2 is not retarded. The power generation torque reduction rate is changed within a predetermined range lower than the power generation torque reduction rate.

これにより、所定範囲内の減少率を保ったまま、段階的に発電トルクを減少させるようにしてもよい。これにより、減少率を一定とした場合より短時間でＩＳＧ２０を停止させることができる。   As a result, the power generation torque may be reduced stepwise while maintaining a reduction rate within a predetermined range. As a result, the ISG 20 can be stopped in a shorter time than when the reduction rate is constant.

また、本実施例において、ハイブリッド車両１は、ＩＳＧ２０とＬｉ電池３１とを接続または遮断するＬｉ接続スイッチ４０を備えており、ＥＣＵ１０は、ＩＳＧ２０の発電を停止した後、Ｌｉ接続スイッチ４０を開いてＬｉ電池３１とＩＳＧ２０とを遮断する。   Further, in this embodiment, the hybrid vehicle 1 includes a Li connection switch 40 that connects or disconnects the ISG 20 and the Li battery 31, and the ECU 10 opens the Li connection switch 40 after stopping the power generation of the ISG 20. The Li battery 31 and the ISG 20 are shut off.

これにより、ＩＳＧ２０からＬｉ電池３１へ電流が流れていない状態でＬｉ接続スイッチ４０を開くことができるため、Ｌｉ接続スイッチ４０の溶着等を防止できる。Ｌｉ電池３１と鉛電池３０との間で電力が行き来するのを防止でき、Ｌｉ電池３１と鉛電池３０の充電状態が意図せず変化してしまうのを防止できる。   Thereby, since the Li connection switch 40 can be opened in a state where no current flows from the ISG 20 to the Li battery 31, welding of the Li connection switch 40 and the like can be prevented. It is possible to prevent power from going back and forth between the Li battery 31 and the lead battery 30, and to prevent the state of charge of the Li battery 31 and the lead battery 30 from changing unintentionally.

また、本実施例において、ハイブリッド車両１は、エンジン２からの排気を浄化する触媒装置１９を備えており、ＥＣＵ１０は、触媒装置１９の暖機中は点火時期を遅角する。   In the present embodiment, the hybrid vehicle 1 includes a catalyst device 19 that purifies exhaust from the engine 2, and the ECU 10 retards the ignition timing while the catalyst device 19 is warmed up.

これにより、触媒装置１９の暖機中でエンジン２の点火時期が遅角されている場合、ＩＳＧ２０の発電を停止する際に発電トルクが緩やかに減少されるため、吸気量の調整によってエンジントルクを発電トルクの減少に追従させることができる。このため、ＩＳＧ２０の発電を停止する際の発電トルクの急減によりエンジン２が吹け上がるのを防止できる。   As a result, when the ignition timing of the engine 2 is retarded while the catalyst device 19 is warming up, the power generation torque is gradually reduced when the power generation of the ISG 20 is stopped. It is possible to follow the decrease in power generation torque. For this reason, it is possible to prevent the engine 2 from blowing up due to a sudden decrease in the power generation torque when the power generation of the ISG 20 is stopped.

次に、本発明の第２実施例に係る車両の発電制御装置について図面を用いて説明する。図４、図５は、本発明の一実施例に係る車両の発電制御装置を説明する図である。第１実施例と同じ構成には同じ符号を用いて説明する。   Next, a vehicle power generation control apparatus according to a second embodiment of the present invention will be described with reference to the drawings. 4 and 5 are diagrams illustrating a vehicle power generation control device according to an embodiment of the present invention. The same components as those in the first embodiment will be described using the same reference numerals.

ハイブリッド車両１において、エアコン６の負荷トルクは補機の中でも大きいため、エアコン６が作動を停止してマグネットクラッチ６Ａが切り離された場合、エンジン２の負荷トルクは大きく急減する。   In the hybrid vehicle 1, the load torque of the air conditioner 6 is large among the auxiliary machines. Therefore, when the operation of the air conditioner 6 stops and the magnet clutch 6A is disconnected, the load torque of the engine 2 greatly decreases.

エアコン６が作動を停止してマグネットクラッチ６Ａが切り離された場合、ＥＣＵ１０は、負荷トルクの急減に対して点火時期の遅角によってエンジントルクを調整する。このため、エアコン６が作動を停止した直後にＩＳＧ２０の発電を停止する場合は、既に限界まで遅角されている点火時期を更に遅角することはできず、点火時期を遅角する方法でエンジントルクを減少させることができない。   When the air conditioner 6 stops operating and the magnetic clutch 6A is disconnected, the ECU 10 adjusts the engine torque by retarding the ignition timing with respect to the sudden decrease in the load torque. For this reason, when the power generation of the ISG 20 is stopped immediately after the operation of the air conditioner 6 is stopped, the ignition timing that has already been retarded to the limit cannot be further retarded, and the engine is retarded by retarding the ignition timing. Torque cannot be reduced.

また、エアコン６の作動中にＩＳＧ２０の発電を停止する場合、ＩＳＧ２０の発電トルクが減少している途中でエアコン６が非作動に切替えられることもある。この場合、エアコン６の非作動への切替えとＩＳＧ２０の発電停止とが同時に起きるため、エアコン６の負荷トルクの急減とＩＳＧ２０の発電トルクの急減とが重なってしまい、エンジン２の吹け上がりを引き起こすおそれがある。   Further, when the power generation of the ISG 20 is stopped while the air conditioner 6 is operating, the air conditioner 6 may be switched to the non-operating state while the power generation torque of the ISG 20 is decreasing. In this case, since switching to the non-operation of the air conditioner 6 and power generation stop of the ISG 20 occur at the same time, the sudden decrease in the load torque of the air conditioner 6 and the sudden decrease in the power generation torque of the ISG 20 may overlap, which may cause the engine 2 to blow up. There is.

そこで、ＥＣＵ１０は、エアコン６の作動中または非作動に切り替わった直後にＩＳＧ２０の発電を停止させる場合、エアコン６の非作動中にＩＳＧ２０の発電を停止させるときよりも、発電トルクの減少率を小さく設定するようになっている。ここで、エアコン６が非作動に切り替わった直後とは、非作動に切り替わった後、このとき遅角された点火時期が進角側に戻されるまでの期間である。   Therefore, when the power generation of the ISG 20 is stopped immediately after the air conditioner 6 is operating or switched to the non-operating state, the ECU 10 reduces the decrease rate of the power generation torque smaller than when the power generation of the ISG 20 is stopped while the air conditioner 6 is not operating. It is supposed to be set. Here, “immediately after the air conditioner 6 is switched to non-operation” refers to a period until the ignition timing retarded at this time is returned to the advance side after switching to the non-operation.

本実施例のハイブリッド車両の発電制御装置において実行される発電制御動作について、図４に示すフローチャートを参照して説明する。   The power generation control operation executed in the hybrid vehicle power generation control device of this embodiment will be described with reference to the flowchart shown in FIG.

図４において、ＥＣＵ１０は、Ｌｉ電池３１の充電状態が所定値以下であるか否かを判定し（ステップＳ１１）、充電状態が所定値を超えている場合は、Ｌｉ電池３１の充電が必要ないため、ステップＳ１１以降の処理を実施することなく今回の動作を終了する。   In FIG. 4, the ECU 10 determines whether or not the state of charge of the Li battery 31 is equal to or less than a predetermined value (step S11). If the state of charge exceeds the predetermined value, charging of the Li battery 31 is not necessary. Therefore, the current operation is terminated without performing the processing after step S11.

ステップＳ１１でＬｉ電池３１の充電状態が所定値以下であった場合、ＥＣＵ１０は、Ｌｉ電池３１の充電が必要であるため、Ｌｉ電池３１とＩＳＧ２０の間のＬｉ接続スイッチ４０をオン（接続状態）にし（ステップＳ１２）、ＩＳＧ２０を駆動する（ステップＳ１３）。このステップＳ１２、Ｓ１３により、ＩＳＧ２０で所定の発電トルクで電力が発電され、この電力がＬｉ電池３１に充電される。   If the state of charge of the Li battery 31 is equal to or less than the predetermined value in step S11, the ECU 10 needs to charge the Li battery 31, so the Li connection switch 40 between the Li battery 31 and the ISG 20 is turned on (connected state). In step S12, the ISG 20 is driven (step S13). By these steps S12 and S13, electric power is generated by the ISG 20 with a predetermined power generation torque, and the Li battery 31 is charged with this electric power.

次いで、ＥＣＵ１０は、エアコン６が作動中であるか否かを判別する（ステップＳ１４）。このステップＳ１４では、エアコン６が実際に作動中の場合、および、エアコン６が作動から非作動に切り替わった直後の所定時間内であるとき、エアコン６が作動中であると判別する。   Next, the ECU 10 determines whether or not the air conditioner 6 is operating (step S14). In this step S14, it is determined that the air conditioner 6 is in operation when the air conditioner 6 is actually in operation and within a predetermined time immediately after the air conditioner 6 is switched from operation to non-operation.

ステップＳ１４でエアコン６が作動中であると判別した場合、ＥＣＵ１０は、Ｌｉ電池３１の充電状態がａ１以上であるか否かの判別を繰り返し（ステップＳ１５）、充電状態がａ１以上となった場合は、ＩＳＧ２０の発電トルクを、緩やかな減少率ｂ１で減少させる（ステップＳ１６）。   When it is determined in step S14 that the air conditioner 6 is operating, the ECU 10 repeatedly determines whether or not the state of charge of the Li battery 31 is a1 or more (step S15), and the state of charge becomes a1 or more. Decreases the power generation torque of the ISG 20 at a gradual decrease rate b1 (step S16).

一方、ステップＳ１４でエアコン６が非作動中であると判別した場合、ＥＣＵ１０は、Ｌｉ電池３１の充電状態がａ１より大きいａ２以上であるか否かの判別を繰り返し（ステップＳ１７）、充電状態がａ２以上となった場合は、ＩＳＧ２０の発電トルクを、ｂ１よりも大きい通常時の減少率ｂ２で速やかに減少させる（ステップＳ１８）。   On the other hand, if it is determined in step S14 that the air conditioner 6 is not in operation, the ECU 10 repeatedly determines whether or not the charging state of the Li battery 31 is greater than a2 and greater than a2 (step S17). When it becomes a2 or more, the power generation torque of the ISG 20 is quickly reduced at a normal reduction rate b2 larger than b1 (step S18).

ステップＳ１６、Ｓ１８の後、ＥＣＵ１０は、ＩＳＧ２０の発電が停止して発電トルクが０になったか否かの判別を繰り返し（ステップＳ１９）、発電トルクが０になった場合は、Ｌｉ電池３１とＩＳＧ２０の間のＬｉ接続スイッチ４０をオフ（遮断状態）にし（ステップＳ２０）、今回の発電制御動作を終了する。   After steps S16 and S18, the ECU 10 repeatedly determines whether the power generation torque of the ISG 20 is stopped and the power generation torque has become zero (step S19). If the power generation torque has become zero, the ECU 10 and the ISG 20 The Li connection switch 40 is turned off (blocked) (step S20), and the current power generation control operation is terminated.

このように、本実施例の発電制御動作では、エアコン６の作動中にＩＳＧ２０の発電を停止する場合は、エアコン６の非作動中に用いる通常の減少率ｂ２より小さな減少率ｂ１で、発電トルクを緩やかに減少させる。これにより、吸気量を調整する方法でエンジントルクを発電トルクに追従して減少させることができ、エンジン２の吹け上がりを防止できる。   As described above, in the power generation control operation of the present embodiment, when the power generation of the ISG 20 is stopped while the air conditioner 6 is operating, the power generation torque is reduced at the reduction rate b1 smaller than the normal reduction rate b2 used when the air conditioner 6 is not operating. Decrease slowly. Thereby, the engine torque can be decreased following the power generation torque by a method of adjusting the intake air amount, and the engine 2 can be prevented from being blown up.

また、エアコン６が作動中である場合は、エアコン６が非作動中における充電状態ａ２より小さい充電状態ａ１で、ＩＳＧ２０の発電トルクを減少し始めるので、Ｌｉ電池３１が過充電になることを防止できる。なお、実施例２の発電制御動作は、実施例１の発電制御動作と併せて実施してもよい。   In addition, when the air conditioner 6 is in operation, since the power generation torque of the ISG 20 starts to decrease in the charge state a1 smaller than the charge state a2 when the air conditioner 6 is not in operation, the Li battery 31 is prevented from being overcharged. it can. Note that the power generation control operation of the second embodiment may be performed together with the power generation control operation of the first embodiment.

ここで、トラック等の車両においては、高温のときに作動する冷却ファンをエンジンの駆動軸に連結したものがある。この種の冷却ファンも、内部に設けられたクラッチによって温度に応じて作動と非作動を切替えるようになっており、本実施例におけるエアコン６と同様に、作動状態と非作動状態とで負荷トルクが変動する補機である。   Here, in some vehicles such as trucks, a cooling fan that operates at a high temperature is connected to an engine drive shaft. This type of cooling fan is also switched between operation and non-operation according to the temperature by a clutch provided in the interior, and, like the air conditioner 6 in this embodiment, the load torque between the operation state and the non-operation state. Is an accessory that fluctuates.

したがって、ハイブリッド車両１がこの冷却ファンを備える場合、図４の発電制御動作においてステップＳで冷却ファンが作動中か否かを判別することで、エンジン２の吹け上がりを防止できる。   Therefore, when the hybrid vehicle 1 includes this cooling fan, it is possible to prevent the engine 2 from being blown up by determining whether or not the cooling fan is operating in step S in the power generation control operation of FIG.

次に、図４の発電制御動作が実施されたときの車両状態の時系列変化について、図５のタイミングチャートに基づいて説明する。   Next, the time-series change of the vehicle state when the power generation control operation of FIG. 4 is performed will be described based on the timing chart of FIG.

図５において、横軸は時間を示し、縦軸は、上から順に、ＩＳＧ２０とＬｉ電池３１とを接続するＬｉ接続スイッチ４０の接続状態、Ｌｉ電池３１の充電状態、エアコン６の作動状態、ＩＳＧ２０の発電トルク、エアコンの負荷トルク、エンジン要求負荷、点火時期、エンジン回転数を示している。   In FIG. 5, the horizontal axis indicates time, and the vertical axis indicates, in order from the top, the connection state of the Li connection switch 40 that connects the ISG 20 and the Li battery 31, the charging state of the Li battery 31, the operating state of the air conditioner 6, ISG 20 Power generation torque, air conditioner load torque, engine required load, ignition timing, and engine speed.

なお、このタイミングチャートは、ハイブリッド車両１が走行中の車両状態を表しており、エンジン回転数の増減は車速の増減に対応している。また、図示していないがこのタイミングチャートでは接続スイッチ４１は閉じられている。   This timing chart represents a vehicle state in which the hybrid vehicle 1 is traveling, and an increase or decrease in engine speed corresponds to an increase or decrease in vehicle speed. Although not shown, the connection switch 41 is closed in this timing chart.

ここで、図５のタイミングチャートでは、時刻ｔ１０から時刻ｔ１４において、エアコン６がオンからオフに変更された後にＩＳＧ２０の発電を停止する場合の車両状態の変化を表しており、時刻ｔ２０から時刻ｔ２３において、エアコン６がオフに維持された状態でＩＳＧ２０の発電を停止する場合の車両状態の変化を表している。   Here, in the timing chart of FIG. 5, the change in the vehicle state when the power generation of the ISG 20 is stopped after the air conditioner 6 is changed from on to off from time t10 to time t14 is shown. FIG. 4 shows a change in the vehicle state when the power generation of the ISG 20 is stopped in a state where the air conditioner 6 is kept off.

まず、時刻ｔ１０では、Ｌｉ電池３１の充電状態が低く充電が必要なため、Ｌｉ接続スイッチ４０がオンの状態で、ＩＳＧ２０が発電トルクＸで発電し、Ｌｉ電池３１の充電状態が増加する。   First, at time t10, since the state of charge of the Li battery 31 is low and charging is required, the ISG 20 generates power with the power generation torque X while the Li connection switch 40 is on, and the state of charge of the Li battery 31 increases.

また、時刻ｔ１０では、エアコン６が負荷トルクＹで作動しており、エンジン負荷要求は、発電トルクＸと負荷トルクＹの和に釣り合うようにＸ＋Ｙとなっている。エンジン２はこのエンジン要求負荷に等しいエンジントルクを発生するよう制御されている。   At time t10, the air conditioner 6 is operated with the load torque Y, and the engine load request is X + Y so as to balance the sum of the power generation torque X and the load torque Y. The engine 2 is controlled to generate an engine torque equal to the engine required load.

また、時刻ｔ１０では、エンジン回転数はハイブリッド車両１の車速に対応する回転数となっており、点火時期は進角側に設定されている。   At time t10, the engine speed is the speed corresponding to the vehicle speed of the hybrid vehicle 1, and the ignition timing is set to the advance side.

その後、時刻ｔ１１で、エアコン６がオフにされ、エアコン６の負荷トルクが０になる。このため、エンジン要求負荷は、負荷トルクＹだけ減少されて発電トルクＸのみになる。そして、このエンジン要求負荷までエンジントルクを速やかに減少するため、点火時期が遅角側に設定される。   Thereafter, at time t11, the air conditioner 6 is turned off, and the load torque of the air conditioner 6 becomes zero. For this reason, the engine required load is reduced by the load torque Y and becomes only the power generation torque X. Then, in order to quickly reduce the engine torque to the engine required load, the ignition timing is set to the retard side.

その後、時刻ｔ１２で、Ｌｉ電池３１の充電状態がａ１以上となったことで、ＩＳＧ２０の発電トルクが小さな減少率ｂ１で緩やかに減少され、この発電トルクの減少に合わせてエンジン要求負荷が減少される。   Thereafter, at time t12, since the state of charge of the Li battery 31 becomes a1 or more, the power generation torque of the ISG 20 is gradually decreased with a small reduction rate b1, and the engine required load is reduced in accordance with the decrease in the power generation torque. The

このため、発電トルクの緩やかな減少に合わせて、エンジントルクが吸気量の調整により減少され、エンジン回転数の変動が防止される。なお、仮に、時刻ｔ１２でＩＳＧ２０の発電トルクが大きく急減された場合、エンジン回転数は破線で示すように大きく増加し、エンジン２が吹け上がってしまう。   For this reason, the engine torque is reduced by adjusting the intake air amount in accordance with the gradual decrease in the power generation torque, and fluctuations in the engine speed are prevented. If the power generation torque of the ISG 20 is sharply reduced at time t12, the engine speed increases greatly as shown by the broken line, and the engine 2 is blown up.

その後、時刻ｔ１３で、ＩＳＧ２０の発電トルクが０まで減少し、Ｌｉ接続スイッチ４０がオフにされ、Ｌｉ電池３１の充電が終了する。   Thereafter, at time t13, the power generation torque of the ISG 20 decreases to 0, the Li connection switch 40 is turned off, and the charging of the Li battery 31 is completed.

その後、時刻ｔ１４で、Ｌｉ接続スイッチ４０がオフのままＩＳＧ２０の発電トルクがＸまで増加され、ＩＳＧ２０の電力が電気負荷に供給される。また、時刻ｔ１４では、エンジン要求負荷がＸに増加する。点火遅角限界まで遅角されていた点火時期は、このエンジン要求負荷の増大にエンジントルクを速やかに追従させるために進角側に設定される。   Thereafter, at time t14, the power generation torque of the ISG 20 is increased to X while the Li connection switch 40 is off, and the power of the ISG 20 is supplied to the electric load. Further, at the time t14, the engine required load increases to X. The ignition timing that has been retarded to the ignition retard limit is set to the advance side in order to cause the engine torque to quickly follow the increase in engine demand load.

一方、時刻ｔ２０では、時刻ｔ１０と同様に、Ｌｉ電池３１の充電状態が低く充電が必要なため、Ｌｉ接続スイッチ４０がオンの状態で、ＩＳＧ２０が発電トルクＸで発電し、Ｌｉ電池３１の充電状態が増加する。   On the other hand, at time t20, similarly to time t10, since the charging state of the Li battery 31 is low and needs to be charged, the ISG 20 generates power with the power generation torque X while the Li connection switch 40 is on, and the Li battery 31 is charged. The state increases.

また、時刻ｔ２０では、エアコン６が作動していないので、エンジン負荷要求は、発電トルクＸに釣り合うようにＸとなっている。   At time t20, since the air conditioner 6 is not operating, the engine load request is X so as to balance the power generation torque X.

その後、時刻ｔ２１で、Ｌｉ電池３１の充電状態がａ２以上となったことで、ＩＳＧ２０の発電トルクが通常の減少率ｂ２で速やかに減少され、この発電トルクの減少に合わせてエンジン要求負荷が減少される。   After that, at time t21, the charged state of the Li battery 31 becomes a2 or more, so that the power generation torque of the ISG 20 is quickly reduced at the normal reduction rate b2, and the engine required load decreases in accordance with the decrease in the power generation torque. Is done.

この時刻ｔ２１では、点火時期が遅角されておらず、点火時期の遅角によるエンジントルクの調整が可能な状態である。このため、時刻ｔ２１では、点火時期を遅角し、エンジン要求負荷までエンジントルクを速やかに減少させている。   At time t21, the ignition timing is not retarded, and the engine torque can be adjusted by retarding the ignition timing. For this reason, at time t21, the ignition timing is retarded, and the engine torque is quickly reduced to the engine required load.

その後、時刻ｔ２２で、ＩＳＧ２０の発電トルクが０まで減少し、Ｌｉ接続スイッチ４０がオフにされ、Ｌｉ電池３１の充電が終了する。また、時刻ｔ２２では、ＩＳＧ２０の発電トルクに合わせて、エンジン要求負荷も０まで減少する。   Thereafter, at time t22, the power generation torque of the ISG 20 decreases to 0, the Li connection switch 40 is turned off, and the charging of the Li battery 31 is completed. Further, at time t22, the engine required load also decreases to 0 in accordance with the power generation torque of the ISG 20.

その後、時刻ｔ２３で、Ｌｉ接続スイッチ４０がオフのままＩＳＧ２０の発電トルクがＸまで増加され、ＩＳＧ２０の電力が電気負荷に供給される。また、時刻ｔ２３では、エンジン要求負荷がＸに増加する。時刻ｔ２１で遅角された点火時期は、このエンジン要求負荷の増大にエンジントルクを速やかに追従させるために、時刻ｔ２３で進角側に設定される。   Thereafter, at time t23, the power generation torque of the ISG 20 is increased to X while the Li connection switch 40 is off, and the power of the ISG 20 is supplied to the electric load. Further, at time t23, the engine required load increases to X. The ignition timing retarded at time t21 is set to the advance side at time t23 in order to cause the engine torque to quickly follow the increase in engine demand load.

以上のように、本実施例の車両の発電制御装置において、ＥＣＵ１０は、エアコン６が作動から非作動に切り替わった際に点火時期を遅角するようになっている。   As described above, in the vehicle power generation control device of the present embodiment, the ECU 10 retards the ignition timing when the air conditioner 6 is switched from operation to non-operation.

そして、ＥＣＵ１０は、エアコン６の作動中または非作動に切り替わった直後にＩＳＧ２０の発電を停止させる場合は、エアコン６の非作動中にＩＳＧ２０の発電を停止させるときよりも、発電トルクの減少率を小さく設定する。   When the ECU 10 stops the power generation of the ISG 20 immediately after the operation of the air conditioner 6 or switches to the non-operation, the ECU 10 sets the reduction rate of the generated torque more than when the power generation of the ISG 20 is stopped while the air conditioner 6 is not operating. Set smaller.

これにより、エアコン６の作動中または非作動に切り替わった直後にＩＳＧ２０の発電を停止させるときは、エアコン６の非作動中にＩＳＧ２０の発電を停止させるときよりも、ＩＳＧ２０の発電トルクを緩やかに減少させることができる。   As a result, when the power generation of the ISG 20 is stopped immediately after the air conditioner 6 is in operation or switched to non-operation, the power generation torque of the ISG 20 is reduced more slowly than when the power generation of the ISG 20 is stopped while the air conditioner 6 is not operating. Can be made.

このため、負荷トルクとしてエンジン２へ作用する発電トルクが緩やかに減少するため、吸気量の調整によってエンジントルクを負荷トルクの減少に追従させることができる。この結果、ＩＳＧ２０の発電を停止する際の発電トルクの急減によりエンジン２が吹け上がるのを防止できる。   For this reason, since the power generation torque acting on the engine 2 as the load torque gradually decreases, the engine torque can follow the decrease in the load torque by adjusting the intake air amount. As a result, it is possible to prevent the engine 2 from blowing up due to a sudden decrease in the power generation torque when the power generation of the ISG 20 is stopped.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。   While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

１ ハイブリッド車両（車両）
２ エンジン
６ エアコン（補機、空調装置）
１０ ＥＣＵ（点火制御装置、制御部）
１８ 駆動軸
１９ 触媒装置
２０ ＩＳＧ（発電機）
３１ Ｌｉ電池（蓄電池）
４０ Ｌｉ接続スイッチ（接続スイッチ） 1 Hybrid vehicle (vehicle)
2 Engine 6 Air conditioner (auxiliary machine, air conditioner)
10 ECU (ignition control device, control unit)
18 Drive shaft 19 Catalytic device 20 ISG (generator)
31 Li battery (storage battery)
40 Li connection switch (connection switch)

Claims (6)

エンジンと、
前記エンジンの駆動軸に連結され、前記エンジンの駆動力により発電する発電機と、
前記エンジンの点火時期を調整する点火制御装置と、
前記発電機に電気的に接続され、前記発電機が発電した電力が充電される蓄電池と、を備える車両の発電制御装置であって、
前記蓄電池の充電状態が所定値以上になると前記発電機の発電トルクを減少して発電を停止する制御部を備え、
前記制御部は、前記点火制御装置により前記エンジンの点火時期が遅角された状態で前記発電機の発電を停止させる場合は、前記点火制御装置により前記エンジンの点火時期が遅角されていない状態で前記発電機の発電を停止させるときよりも、前記発電トルクの減少率を小さく設定することを特徴とする車両の発電制御装置。 Engine,
A generator connected to the drive shaft of the engine and generating electric power by the driving force of the engine;
An ignition control device for adjusting the ignition timing of the engine;
A storage battery electrically connected to the generator and charged with electric power generated by the generator; and a vehicle power generation control device comprising:
A controller that reduces power generation torque of the generator and stops power generation when the state of charge of the storage battery is equal to or greater than a predetermined value;
When the control unit stops the power generation of the generator while the ignition timing of the engine is retarded by the ignition control device, the ignition timing of the engine is not retarded by the ignition control device The power generation control device for a vehicle is characterized in that the rate of decrease in the power generation torque is set smaller than when the power generation of the generator is stopped. 前記制御部は、前記点火制御装置により前記エンジンの点火時期が遅角された状態で前記発電機の発電を停止させるときは、前記エンジンの点火時期が遅角されていないときの前記発電トルクの減少率より低い所定範囲で、前記発電トルクの減少率を変化させることを特徴とする請求項１に記載の車両の発電制御装置。   When stopping the power generation of the generator in a state where the ignition timing of the engine is retarded by the ignition control device, the control unit determines the power generation torque when the ignition timing of the engine is not retarded. The power generation control device for a vehicle according to claim 1, wherein the power generation torque reduction rate is changed within a predetermined range lower than the reduction rate. 前記発電機と前記蓄電池とを接続または遮断する接続スイッチを備え、
前記制御部は、前記発電機の発電を停止した後、前記接続スイッチを開いて前記発電機と前記蓄電池とを遮断することを特徴とする請求項１または請求項２に記載の車両の発電制御装置。 A connection switch for connecting or disconnecting the generator and the storage battery;
3. The power generation control for a vehicle according to claim 1, wherein, after the power generation of the generator is stopped, the control unit opens the connection switch to shut off the generator and the storage battery. 4. apparatus. 前記エンジンからの排気を浄化する触媒装置を備え、
前記点火制御装置は、前記触媒装置の暖機中は前記点火時期を遅角することを特徴とする請求項１から請求項３の何れか１項に記載の車両の発電制御装置。 A catalyst device for purifying exhaust from the engine;
4. The power generation control device for a vehicle according to claim 1, wherein the ignition control device retards the ignition timing while the catalyst device is warmed up. 5. 前記エンジンの駆動軸に連結され、前記エンジンの駆動力により作動する補機を備え、
前記点火制御装置は、前記補機が作動から非作動に切り替わった際に前記点火時期を遅角し、
前記制御部は、前記補機の作動中または非作動に切り替わった直後に前記発電機の発電を停止させる場合は、前記補機の非作動中に前記発電機の発電を停止させるときよりも、前記発電トルクの減少率を小さく設定することを特徴とする請求項１から請求項４の何れか１項に記載の車両の発電制御装置。 An auxiliary machine connected to the drive shaft of the engine and operated by the driving force of the engine;
The ignition control device retards the ignition timing when the auxiliary machine is switched from operation to non-operation,
The control unit, when stopping the power generation of the generator immediately after the auxiliary machine is in operation or switched to non-operation than when stopping the power generation of the generator during non-operation of the auxiliary machine, The vehicle power generation control device according to any one of claims 1 to 4, wherein a reduction rate of the power generation torque is set to be small. 前記補機は、少なくとも空調装置を含むことを特徴とする請求項５に記載の車両の発電制御装置。   The vehicle power generation control device according to claim 5, wherein the auxiliary machine includes at least an air conditioner.
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