JP2017105247A - Electric motor control device - Google Patents

Abstract

The present invention relates to an electric motor control device and optimizes the balance between fuel consumption and power consumption. When an electric motor 8 assists the output of an engine 11 that drives an air conditioner 14, the load of the air conditioner 14 on the engine 11 is controlled in the electric motor controller 1 that controls the assist amount of the driving force output by the electric motor 8. Is provided with a recognizing unit 4 for recognizing whether or not a predetermined time when the load becomes equal to or greater than a predetermined load. Moreover, the control part 6 which controls an assist amount according to the operating state of the air conditioner 14 and the recognition result in the recognition part 4 is provided. [Selection] Figure 1

Description

  The present invention relates to a control device that controls an assist amount of engine output by an electric motor.

  2. Description of the Related Art Conventionally, in a vehicle equipped with an electric motor connected to an engine, a technique for assisting the output of the engine with the driving force of the electric motor according to the traveling state is known. The electric power consumed by the electric motor has a magnitude corresponding to the driving force output from the electric motor. On the other hand, the amount of fuel consumed by the engine varies depending on the engine speed and load. Therefore, by adjusting the load acting on the engine with the driving force of the electric motor according to the engine speed, the engine can be operated at the operating point where the fuel efficiency is optimal, and the overall energy efficiency of the vehicle can be improved. It can be improved (see Patent Documents 1 to 4).

JP 2014-019323 Japanese Patent No. 5595450 JP 2009-002228 A JP 2003-314326 A

  However, since the battery power for operating the motor is limited, it is not always the best control to continue operating the motor to increase energy efficiency. For example, in a vehicle equipped with an engine having a relatively small displacement such as a light vehicle or a small vehicle, when the air conditioner is cooled in summer, the engine load for operating the compressor of the air conditioner increases. At this time, it is possible to move the operating point of the engine to a position where the fuel consumption is maximized by assisting the output of the engine with the electric motor. However, as the air conditioner continues to operate, the power consumed by the electric motor increases and battery power tends to be insufficient.

  In response to such a problem, it is also conceivable to reduce the battery power reduction rate by reducing the assist amount of the motor when the air conditioner is in operation. However, even in this case, there is no change in the tendency of the battery power to become insufficient as the operation time of the air conditioner is prolonged. For this reason, there is a risk that the assist force at the time of starting on a slope or acceleration cannot be sufficiently applied.

  Moreover, the load which an air conditioner gives to an engine changes according to the operating state (for example, air-conditioning preset temperature, target humidity, air volume, etc.) of an air conditioner, and this can be arbitrarily set by the passenger | crew of a vehicle. Therefore, it is difficult to accurately predict how much and how long the load of the air conditioner will be given. On the other hand, if it is possible to grasp the time when the air conditioner is easily used and the weather, it is possible to estimate the intensity and duration of the load to some extent. By using such estimation, the balance between the fuel consumption of the engine and the power consumption of the electric motor can be optimized.

  One of the objects of the present invention was created in view of the above problems, and provides an electric motor control device that can optimize the balance between fuel consumption and power consumption. It is. It should be noted that the present invention is not limited to this purpose, and is an operational effect that is derived from each configuration shown in “Mode for Carrying Out the Invention” to be described later. Can be positioned as a purpose.

(1) The electric motor control device disclosed here is an electric motor control device that controls the assist amount of the driving force output by the electric motor when the electric motor assists the output of the engine that drives the air conditioner. The motor control device includes a recognition unit for recognizing whether or not the load of the air conditioner on the engine is equal to or greater than a predetermined load, an operating state of the air conditioner, and a recognition result of the recognition unit. And a control unit that controls the assist amount accordingly.
It is preferable that the control unit controls the assist amount during operation of the air conditioner. For example, when the air conditioner is not operating, it is preferable to control the assist amount according to the driving state of the vehicle regardless of the recognition result of the recognition unit.

(2) It is preferable that the said control part reduces the said assist amount when it is not the said predetermined time rather than the said assist amount when it is the said predetermined time.
In addition, the said control part makes the said assist amount when it is not the said predetermined time from the said assist amount when it is the said predetermined time on condition that the load of the said air conditioner is high to some extent (for example, high load, maximum load). Is also preferably reduced. When the load of the air conditioner is not so high (for example, low load, medium load), the assist amount when it is not the predetermined time may be set to the same level as the assist amount when it is the predetermined time Alternatively, the assist amount when the predetermined time is not reached may be increased more than the assist amount when the predetermined time is reached.

(3) It is preferable that an estimation unit for estimating resistance to heat or humidity of an occupant is provided, and the control unit decreases the assist amount as the resistance estimated by the estimation unit is higher.
(4) It is preferable that the said estimation part estimates the said tolerance based on the log | history of the power consumption (the power consumed by the said air conditioner, work load, energy, etc.) of the said air conditioner. For example, when the power consumption of the air conditioner for the past several days is equal to or greater than a predetermined value, it is preferable to estimate that there is no tolerance. In this case, estimation based on the total value of power consumption for the past several days may be performed, or estimation based on average power consumption for each day (each drive cycle) may be performed.

(5) It is preferable that the said recognition part recognizes the said predetermined time based on the log | history of external temperature. In this case, it is preferable that the recognition unit recognizes the predetermined time based on a history of the maximum value and the minimum value of the outside air temperature.
(6) It is preferable that the said recognition part recognizes the said predetermined time based on the log | history of the solar radiation amount to a vehicle interior.

(7) It is preferable that the said recognition part recognizes the said predetermined time based on the log | history of vehicle interior temperature and vehicle interior humidity.
(8) It is preferable that the recognition unit recognizes the predetermined time based on an operation frequency of the air conditioner.
(9) It is preferable that the predetermined time is summer when the cooling load or the dehumidifying load of the air conditioner is equal to or higher than the predetermined load.

  By controlling the assist amount of the electric motor based on the operating state of the air conditioner and the recognition result at a predetermined time, the engine can be operated at a fuel-efficient operating point while suppressing excessive power consumption. The balance with the power consumption can be optimized.

It is a mimetic diagram showing composition of vehicles to which an electric motor control device was applied. It is a table | surface which illustrates the setting of the assist amount of a motor. It is a contour figure which shows the relationship between the operating point of an engine, and fuel consumption. It is a flowchart for demonstrating the control content in an electric motor control apparatus. It is a flowchart for demonstrating the control content in an electric motor control apparatus. It is a flowchart for demonstrating the control content in an electric motor control apparatus.

  An electric motor control device as an embodiment will be described with reference to the drawings. The minimum configuration of the motor control device can be realized only by the motor control device 1 described below. In addition, the entire system including the motor generator 8 and the engine 11 that are controlled by the motor control device 1 can be used as the motor control device. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit thereof. Further, they can be selected as necessary, or can be appropriately combined.

[1. Device configuration]
The motor control device of this embodiment is applied to the vehicle 10 shown in FIG. The vehicle 10 is a hybrid vehicle that travels by using the motor generator 8 in combination with the motor generator 8 according to the traveling state while mainly using the engine 11. The main power source of the vehicle 10 is the engine 11, and the motor generator 8 is used as an auxiliary. For example, during constant speed running or low load, the driving force of only the engine 11 is transmitted to the drive wheels 13 via the transmission 12. On the other hand, when the vehicle 10 starts or accelerates, the motor generator 8 performs a power running operation to assist the output of the engine 11. Further, when the vehicle 10 is decelerated or coasting, the regenerative operation is performed so that the motor generator 8 generates power with the output of the engine 11.

  As shown in FIG. 1, the motor generator 8 is connected to the engine 11 via a belt 15 wound around a crank pulley of the engine 11, and the driving force of the engine 11 and the driving force of the motor generator 8 are connected. Are connected so as to be able to communicate with each other. The motor generator 8 has at least a function as a motor that assists the output of the engine 11, and preferably also has a function as a generator that performs regenerative power generation. The motor generator 8 of the present embodiment is a belt-type motor generator (Belt-type Motor (Starter) and Generator) that has not only a motor function and a generator function, but also a function as a starter for starting a stopped engine 11. is there.

  An assist battery 9 is electrically connected to the motor generator 8. The assist battery 9 is a secondary battery having a capacity suitable for the drive power and regenerative power generated by the motor generator 8, and is provided separately from, for example, an existing lead storage battery (so-called 12-volt battery). The specific type of the assist battery 9 is arbitrary, for example, a lead storage battery, a lithium ion secondary battery, a nickel hydride secondary battery, or the like. Further, an inverter or a converter for transforming the voltage of the assist battery 9 may be interposed between the motor generator 8 and the assist battery 9.

  As shown in FIG. 1, the vehicle 10 is provided with a compressor 14 (part of the air conditioner) of an air conditioner that operates using the output of the engine 11. The compressor 14 is a refrigerant compressor that is driven during a cooling operation or a dehumidifying operation of the air conditioner and compresses the refrigerant into a high temperature and high pressure state. The refrigerant compressed by the compressor 14 is cooled by a heat exchanger such as a condenser or a radiator and then introduced into an evaporator, and is used for cooling air for air conditioning.

  Inside the vehicle 10, there are provided an accelerator opening sensor 21 for detecting the amount of depression of the accelerator pedal by the driver, and a vehicle speed sensor 22 for detecting the vehicle speed. Further, an outside air temperature sensor 23 and an outside humidity sensor 24 for detecting temperature and humidity outside the vehicle 10 are provided at a position in contact with outside air (for example, under the floor or in the engine room). On the other hand, an indoor air temperature sensor 25 and an indoor humidity sensor 26 for detecting the indoor temperature and indoor humidity are provided in the vehicle interior, and a solar radiation sensor 27 for detecting the amount of solar radiation is provided. Information detected by these various sensors 21 to 27 is transmitted to the motor control device 1.

  The motor control device 1 (motor control device) is an electronic control device for controlling the operating state of the motor generator 8. The motor control device 1 is connected to be communicable with the engine control device via a communication line of an in-vehicle network. For example, the motor control device 1 acquires information on the operating state of the engine 11 from the engine control device. The function of the motor control device 1 may be incorporated in the engine control device.

  A hardware configuration of the motor control device 1 will be described. The motor control device 1 is an electronic device (ECU, electronic) in which a microprocessor such as a CPU (Central Processing Unit) and an MPU (Micro Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and a nonvolatile memory are integrated. Control device). The processor here is, for example, a processing device (processor) incorporating a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register), and the like. The ROM, RAM, and nonvolatile memory are memory devices that store programs and working data. The contents of the control performed by the motor control device 1 are recorded in the ROM, RAM, nonvolatile memory, and removable medium as firmware and application programs. When the program is executed, the contents of the program are expanded in the memory space in the RAM and executed by the processor.

[2. Control configuration]
In the motor control device 1, by controlling the voltage and current applied to the motor generator 8, or by controlling the frequency of AC power in the case of AC driving, the power running driving force and regeneration of the motor generator 8 are controlled. It controls power. Here, the output of the motor generator 8 is controlled according to the acceleration request of the driver (driver), the magnitude of the output of the engine 11, the traveling state of the vehicle 10, and the like. In this embodiment, the control when the motor generator 8 assists the output of the engine 11 during the operation of the air conditioner (during powering) will be described in detail, and the description of the regenerative power generation will be omitted.

  The motor control device 1 includes a driver request calculation unit 2, a charge amount calculation unit 3, a recognition unit 4 (summer field recognition unit), an estimation unit 5 (summer field tolerance estimation unit), and a control unit 6. These indicate some functions of a program executed by the motor control apparatus 1 and are realized by software. However, some or all of the functions may be realized by hardware (electronic control circuit), or may be realized by using software and hardware together.

  The driver request calculation unit 2 calculates a driver request load according to the accelerator opening and the vehicle speed. The driver request load is a parameter corresponding to the driver acceleration request, and is a parameter correlated with the load of the engine 11. In the present embodiment, for ease of explanation, as shown in FIG. 2, the driver request load is classified into four-stage open. “Low load” corresponds to a required load when the accelerator opening is zero or close to zero, and “maximum load” corresponds to a required load when the accelerator opening is maximum or close to the maximum. When the driver required loads are arranged in order from the smallest, they become “low load”, “medium load”, “high load”, and “maximum load”.

  The charge amount calculation unit 3 calculates the charge amount (also referred to as SOC, State Of Charge, or charge state) of the assist battery 9. The amount of charge can be calculated based on, for example, an actual measurement value or an estimated value of the open voltage of the assist battery 9. Alternatively, the charging rate can be calculated by accumulating the charging / discharging current of the assist battery 9 and tracking the change in the battery capacity. In the present embodiment, the percentage of the remaining amount of power with respect to the maximum charge capacity of the assist battery 9 is calculated as a percentage, and the charge rate is calculated. The assist of the driving force by the motor generator 8 is performed when at least the charging rate is equal to or higher than a predetermined value Rc (for example, about 10 to 30%).

  The recognizing unit 4 (summer summer recognizing unit) recognizes whether or not the current time is a predetermined time when the load of the air conditioner on the engine 11 is equal to or higher than the predetermined load. The predetermined time here means a time when the cooling load or dehumidification load of the air conditioner increases to a predetermined load or more in one year, for example, summer. However, there is no intention to exclude a period other than summer from the predetermined period. For example, the rainy season (rainy season) when the dehumidification load of the air conditioner becomes large, and the winter season when the dehumidification load becomes large to prevent condensation on the glass surface can be included in the predetermined time. What is necessary is just to set the time when the load of an air conditioning apparatus becomes more than predetermined load according to the destination of the vehicle 10. FIG. Hereinafter, for ease of explanation, the description will be continued by taking up the case where the predetermined time is summer.

  The recognizing unit 4 recognizes whether or not the current time is in the summer according to the operating state of the air conditioner, the weather condition outside the vehicle 10, the environmental condition in the passenger compartment, and the like. The summer recognition can be determined, for example, based on the history of the outside air temperature. Other judgment materials include a history of the maximum value and the minimum value of the outside air temperature, a history of the amount of solar radiation into the vehicle interior, a history of the vehicle interior temperature and the vehicle interior humidity, and the like. Specific conditions for the recognition unit 4 to determine “it is summer” will be exemplified below. The recognition unit 4 can recognize that the current time is summer when at least one of the conditions 1 to 11 listed below is satisfied. In addition, in the flowchart of FIG. 5 mentioned later, the case where conditions 4, 5, 7, 8, and 10 are determined is illustrated.

Condition 1. 1. The target room temperature of the air conditioner for the past few days is not more than the predetermined temperature. 2. The difference between the target indoor temperature and the outside air temperature of the air conditioner for the past several days is equal to or higher than the predetermined temperature. Condition of cooling / dehumidifying operation time of air conditioner over the past several days is more than a predetermined time. The maximum outside air temperature in the past few days is higher than the specified temperature. Condition that the minimum outside air temperature for the past few days is above the specified temperature 6. Condition of average outside air temperature over the past few days being a predetermined temperature or more 7. The maximum room temperature in the past few days is above the specified temperature. The minimum room temperature for the past few days is equal to or higher than the specified temperature. The average room temperature for the past several days is equal to or higher than a predetermined temperature. Condition of sunshine hours in the past few days being a predetermined time or more 11. The amount of solar radiation in the past few days is more than a predetermined amount

  As described above, the recognition unit 4 recognizes the summer season based on the history such as temperature, humidity, and amount of solar radiation. The “history” here does not use only the information detected at the time (or immediately before) when the control is performed, but within a certain range (for example, the past several days to several weeks). This means using the detected information. This is because the operating state of the air conditioner, the weather state, the environmental state of the passenger compartment, and the like can vary depending on the weather and time even in summer. By using the history, it is possible to accurately recognize a predetermined time (summer) when the load of the air conditioner is equal to or higher than the predetermined load.

  The estimation unit 5 (summer summer resistance estimation unit) estimates the resistance of a passenger to heat. The resistance to “hot” as used herein means resistance to “a state in which the air conditioner is not operated at a predetermined time when the load of the air conditioner is equal to or higher than the predetermined load”. Therefore, when the predetermined time is the “rainy season (rainy season)”, this can be read as resistance to “humidity”. Therefore, the estimation part 5 has a function which estimates the tolerance to a passenger | crew's heat or moisture.

  The resistance of the occupant to the heat can be determined based on, for example, the history of the target indoor temperature set by the air conditioner. Other judgment materials include a history of power consumption of the air conditioner, a history of a temperature difference between the outside air temperature and the room temperature when the air conditioner is operating, and the like. Specific conditions for determining that the estimation unit 5 is “resistant” are exemplified below. The estimation unit 5 can estimate that the occupant is resistant to heat when at least one of the conditions 12 to 17 listed below is satisfied. In addition, in the flowchart of FIG. 6 mentioned later, the case where conditions 14, 16, and 17 are determined is illustrated.

Condition 12. Condition of air conditioner operation over the past several days is a predetermined number of times or more 13. Condition of the air conditioner operating for the past several days is a predetermined time or more 14. The power consumption of the air conditioner over the past few days is a predetermined value or more. The average power consumption of the air conditioner over the past few days is a predetermined value or more. Condition of air conditioner operation more than a predetermined number on a hot day during the past few days. The number of operation of the air conditioner is more than the predetermined number on the steaming day in the past few days.

  The estimation part 5 grasps | ascertains the magnitude | size of a possibility that a passenger | crew will continue operating an air conditioner by estimating the tolerance to a passenger | crew's heat. For example, if the occupant's resistance to heat is high, the occupant may weaken the output of the air conditioner to reduce the load. On the other hand, if the occupant's resistance to heat is low, the possibility of reducing the load on the air conditioner is low. Thus, it becomes possible to adjust the assist amount of the motor generator 8 in advance by estimating the magnitude of the possibility of reducing the air conditioning load.

  The control unit 6 controls the assist amount of the motor generator 8 according to at least the operating state of the compressor 14 and the recognition result of the recognition unit 4. The control unit 6 preferably controls the assist amount of the motor generator 8 according to the operating state of the compressor 14, the recognition result of the recognition unit 4, and the estimation result of the estimation unit 5. When the compressor 14 is not operating (air-conditioner cooling / dehumidifying operation is off), the assist amount is set according to the driver-requested load. Further, when the compressor 14 is operating (air-conditioner cooling / dehumidifying operation is on) and there is no summer time recognition, the assist amount is increased as compared to when the compressor 14 is not operating. Thereby, the output of the engine 11 is energized by the motor generator 8, and the increase in the load of the air conditioner is covered.

  The contour diagram shown in FIG. 3 illustrates the relationship between the operating point of the engine 11 and the fuel consumption. When the compressor 14 is not in operation, the engine speed is set via the transmission so that the operating point of the engine 11 moves on the best fuel consumption line indicated by a solid white line in FIG. 3 with respect to the required driving force of the vehicle. Be controlled. On the other hand, when the compressor 14 is operated, an air conditioning load acts on the engine 11, so that the operating point of the engine 11 moves upward, and moves on the fuel consumption line indicated by a white broken line in FIG. Get out of the best fuel economy area. On the other hand, if the output of the engine 11 is assisted by the motor generator 8, the load acting on the engine 11 is reduced, so that the operating point of the engine 11 moves downward and can be moved on the best fuel consumption line. It becomes.

  As described above, when there is no summer recognition, the improvement of the fuel consumption of the engine 11 is emphasized and the assist by the motor generator 8 is performed. On the other hand, when there is summer recognition, the power consumed by the motor generator 8 is also taken into consideration, and assist by the motor generator 8 is generally suppressed. That is, when the compressor 14 is operating and there is summer recognition, the air conditioner is expected to continue to operate for a long time, so that the assist amount is slightly weakened to conserve the power of the assist battery 9. However, when the driver request load is low or medium load, the absolute value of the assist amount is relatively small, so it may be set to the same level as when there is no summer recognition or when there is no summer recognition May be increased.

Furthermore, if there is summer awareness and the occupant is not resistant to the heat, the air conditioner is expected to continue to operate for longer periods of time or at higher power than if it is resistant. The Therefore, when it is estimated that there is no tolerance, the assist amount is weaker than when it is estimated that there is tolerance. Here, a specific setting example of the assist amount is shown in FIG. The magnitude relationship of the assist amount is as follows.
No summer recognition: Aa <Ba <Ca <Da
With summer recognition and tolerance: As <Bs ≤ Cs ≤ Ds
With summer recognition and no tolerance: At <Bt ≤ Ct ≤ Dt
(Aa <As, As> At, Ba = Bs> Bt, Ca>Cs> Ct, Da>Ds> Dt)

[3. flowchart]
4 to 6 are flowcharts for explaining the control contents performed by the motor control device 1. FIG. 4 is an assist amount setting flow, which mainly corresponds to the calculation contents executed by the control unit 6. FIG. 5 is a summer recognition flow, which mainly corresponds to the calculation contents executed by the recognition unit 4. The flag F in FIG. 5 represents the result of summer recognition, and is set to F = 1 when the summer is recognized. FIG. 6 is an estimation flow of the heat resistance of the occupant, and mainly corresponds to the control contents executed by the estimation unit 5. A flag G in FIG. 6 represents the estimation result of heat resistance, and is set to G = 1 when it is estimated that the occupant does not have heat resistance. Note that the flow of FIG. 4 is repeatedly executed at a predetermined cycle on condition that the main switch of the vehicle 10 is on. 5 and 6 may be repeatedly executed at a predetermined cycle. For example, it may be executed every drive cycle (for example, every time the main switch of the vehicle 10 is turned on or off). Good.

  In the assist amount setting flow, information detected by the various sensors 21 to 27 is input to the motor control device 1 on the condition that the engine 11 is operating (steps A1 and A2). The driver request calculation unit 2 calculates the driver request load according to the accelerator opening and the vehicle speed (step A3). In addition, the charge amount calculation unit 3 calculates the charge rate of the assist battery 9 and determines the operating state of the air conditioner when the charge rate is equal to or greater than the predetermined value Rc (steps A4 to A6). Here, if the charging rate is less than the predetermined value Rc, the assist amount of the motor generator 8 is set to zero (step A23), and the motor generator is maintained until the charging rate is recovered by power generation (for example, deceleration regeneration). Assist by 8 stops. If the air conditioner is not operating with the charging rate secured, the assist amount is set according to the driver-requested load as shown in FIG. 2, and normal assist control is performed (step A7). On the other hand, if the air conditioner is operating in a state where the charging rate is ensured, it is determined whether summer recognition is present (step A8).

  When there is no summer recognition, an assist amount larger than that when the air conditioner is not operating is set in accordance with the driver request load (steps A16 to A22). On the other hand, when there is summer recognition, the amount of assist is generally suppressed as compared to when there is no summer recognition (steps A9 to A15). However, when the driver request load is low load and medium load, an assist amount equal to or higher than that in the case of no summer recognition is set. Thereafter, in step A24, the output of the motor generator 8 is controlled according to the set assist amount. As a result, the fuel consumption of the engine 11 in the low load and medium load operation regions is improved with a relatively small amount of power consumption.

In the summer recognition flow, after the information detected by the various sensors 21 to 27 is input to the motor control device 1 (step B1), for example, whether each of the above conditions 4, 5, 7, 8, and 10 is satisfied. Is determined. When each condition is satisfied, 1 is added to the summer point P, and when not satisfied, 1 is subtracted from the summer point P (steps B2 to B16). In addition, in a state where it is not recognized as “summer time”, it is determined whether or not the summer time point P is equal to or greater than the first predetermined value P ₁ , and is recognized as “summer time” when this condition is satisfied, The flag F is set to F = 1 (steps B17 to B20). On the other hand, in the state recognized as “summer time”, it is determined whether or not the summer point P is equal to or less than a second predetermined value P ₂ smaller than the first predetermined value P _1. The flag F is set to F = 0 (steps B21 to B23). The recognition result here is reflected in the assist amount of the motor generator 8 set in the flow of FIG.

In the estimation flow of the heat resistance of the occupant, after the information detected by the various sensors 21 to 27 is input to the motor control device 1 (step C1), for example, whether each of the above conditions 14, 16, and 17 is satisfied. It is determined whether or not. When each condition is satisfied, 1 is added to the resistance point Q, and when it is not satisfied, 1 is subtracted from the resistance point Q (steps C2 to C9). In a state that is not recognized as "resistant", it is determined whether resistance point Q is the third predetermined value Q ₁ or more, it is estimated that "not resistant" when establishment of the condition, The flag G is set to G = 1 (steps C10 to C13). On the other hand, in the state recognized as “no resistance”, it is determined whether or not the resistance point Q is equal to or less than a fourth predetermined value Q ₂ smaller than the third predetermined value Q _1. The flag G is set to G = 0 (steps C14 to C16). The estimation result here is also reflected in the assist amount of the motor generator 8 set in the flow of FIG.

[4. Action, effect]
(1) In the motor control device 1 described above, the recognition unit 4 recognizes whether or not the load of the air conditioner (compressor 14) on the engine 11 is a predetermined time (for example, summer) when the load is equal to or higher than the predetermined load. 14 is reflected in the control of the assist amount of the motor generator 8 during the operation of 14. In this way, by controlling the assist amount of the motor generator 8 based on the operating state of the air conditioner and the recognition result of the predetermined time (summer), the engine 11 can be made relatively fuel efficient while suppressing the power consumption of the assist battery 9. Therefore, the balance between the fuel consumption and the power consumption can be optimized.

  For example, when driving from the early morning in the summer to the suburbs, the sun may become intense from early afternoon and become hot suddenly even though the outside temperature was relatively low in the early morning. If the assist amount of the motor generator 8 is simply controlled according to only the charge amount of the assist battery 9 in response to such climate change, the charge rate may tend to be insufficient in the afternoon. On the other hand, if it is recognized that the current time is “summer,” the assist amount of the motor generator 8 can be suppressed in advance in the morning. Therefore, it is possible to avoid a situation in which the charging rate is insufficient in the afternoon, and for example, it is possible to sufficiently provide assist force when starting on a slope or accelerating.

  (2) In the motor control device 1 described above, the assist of the motor generator 8 is suppressed when there is summer recognition. Thereby, the power consumption in summer can be suppressed, and the reduction in the charging rate of the assist battery 9 can be delayed. On the other hand, in cases other than summer, the air conditioning load can be covered by the motor generator 8 without reducing the assist amount, and the operating state of the engine 11 that can obtain good fuel consumption can be maintained.

(3) In the motor control device 1 described above, the estimation unit 5 estimates the occupant's resistance to heat and moisture, and reflects this in the control of the assist amount of the motor generator 8. In this way, by controlling the assist amount according to the heat resistance of the occupant, excessive power consumption can be achieved within a range where the occupant does not feel uncomfortable without excessively deteriorating the running feeling of the vehicle 10. It can suppress, and the fall of a charging rate can be suppressed. Further, it is possible to estimate the possibility that the air conditioning load will be reduced while the vehicle 10 is traveling, and the assist amount of the motor generator 8 can be adjusted in advance.
(4) By referring to the history of power consumption of the air conditioner when estimating the tolerance, the number and time of operating the air conditioner, the target set temperature of the air conditioner can be evaluated with a single index, It is possible to objectively evaluate the occupant's resistance to heat. Therefore, the tolerance estimation accuracy can be improved.

  (5) When recognizing a predetermined time (summer), by referring to the history of the outside air temperature, it becomes possible to control the assist amount according to the weather condition for each year, and the recognition accuracy can be improved. The power consumption can be suppressed while the influence on the power consumption is suppressed. In addition, by referring to the history of the maximum value and the minimum value of the outside air temperature, it is possible to save the power consumption in advance in consideration of the influence of the temperature change with time, and to improve the recognition accuracy. It is possible to suppress power consumption while suppressing an excessive decrease in fuel consumption.

(6) By referring to the history of the amount of solar radiation in the passenger compartment of the vehicle, it is possible to control the amount of assist based on the possibility of a rise in room temperature due to solar radiation, and improve the recognition accuracy at a predetermined time (summer). In addition, the power consumption can be suppressed while suppressing the influence on the engine output.
(7) By referring to the history of the passenger compartment temperature and the passenger compartment humidity, the assist amount can be controlled to the extent that the occupant does not feel uncomfortable, and the recognition accuracy at a predetermined time (summer) can be improved. At the same time, power consumption can be suppressed while suppressing an excessive decrease in fuel consumption.

(8) By referring to the operating frequency of the air conditioner, it is possible to improve recognition accuracy at a predetermined time (summer), and to suppress power consumption while suppressing an excessive decrease in fuel consumption.
(9) By recognizing the summer season when the cooling load or dehumidifying load of the air conditioner is greater than or equal to the predetermined load, it is possible to accurately grasp when the air conditioner can apply a large load to the engine 11.

[5. Modified example]
Conditions 1 to 17 shown in the above-described embodiment are merely examples, and may be changed to conditions other than these, or conditions other than these may be added. For example, all the temperature conditions in the conditions 1 to 9 may be read as humidity conditions, or the logical product of the temperature conditions and humidity conditions may be used as the determination conditions. At least the recognition unit 4 recognizes whether or not the current time is a predetermined time when the air conditioning load on the engine 11 is greater than or equal to the predetermined load, and the recognition result is used as the assist amount of the motor generator 8 during the operation of the air conditioner. By reflecting, the same effect as the above-described embodiment can be obtained.

  The recognizing unit 4 in the above-described embodiment binaryly recognizes whether or not the current time is a predetermined time. Instead of such recognition, there is a possibility that the current time is the predetermined time. It is good also as a control structure which recognizes the magnitude | size of this in steps. In this case, it is conceivable that the possibility of summer is evaluated as a percentage of 0 to 100%, and the assist amount is set according to the magnitude of the possibility. For example, if the driver's required load is low and the possibility of summer is 40%, the assist amount is [0.4 * As + (1-0.4) * Aa] or [0.4 * At + (1-0.4) * Aa]. By adopting such a method, the recognition result in the recognition unit 4 can be reflected in the assist amount with higher accuracy.

  The same applies to the method for estimating the resistance of the occupant to heat or moisture, and a control configuration may be used in which the degree of resistance is estimated in stages. In this case, it is conceivable that the degree of resistance is evaluated as a percentage of 0 to 100%, and the assist amount is set according to the value. For example, if the driver demand load is low and the tolerance is 70%, the assist amount is [0.7 * As + (1-0.7) * Aa] or [0.7 * As + (1-0.7) * At] Set to. By adopting such a method, the estimation result in the estimation unit 5 can be reflected in the assist amount with higher accuracy.

1 Motor controller (motor controller)
2 Driver request calculation unit 3 Charge amount calculation unit 4 Recognition unit (summer summer recognition unit)
5 Estimator (Summer Resistance Estimator)
6 Control Unit 8 Motor Generator 9 Assist Battery 10 Vehicle 11 Engine 12 Transmission 13 Drive Wheel 14 Compressor (Air Conditioner)
15 Belt 21 Accelerator opening sensor 22 Vehicle speed sensor 23 Outside air temperature sensor 24 Outside humidity sensor 25 Indoor air temperature sensor 26 Indoor humidity sensor 27 Solar radiation sensor

Claims (9)

In the motor control device for controlling the assist amount of the driving force output by the motor when assisting the output of the engine driving the air conditioner with the motor,
A recognizing unit for recognizing whether or not it is a predetermined time when the load of the air conditioner on the engine is a predetermined load or more;
A control unit that controls the assist amount according to an operating state of the air conditioner and a recognition result of the recognition unit;
An electric motor control device comprising: The motor control device according to claim 1, wherein the control unit reduces the assist amount when the predetermined time is not reached than the assist amount when the predetermined time is reached. It has an estimation unit that estimates the resistance of passengers to heat or moisture,
The motor control device according to claim 1, wherein the control unit decreases the assist amount as the tolerance estimated by the estimation unit is higher. The electric motor control device according to claim 3, wherein the estimation unit estimates the tolerance based on a history of power consumption of the air conditioner. 5. The motor control device according to claim 1, wherein the recognition unit recognizes the predetermined time based on a history of outside air temperature. The motor control device according to claim 1, wherein the recognition unit recognizes the predetermined time based on a history of the amount of solar radiation into the vehicle interior. The electric motor control device according to claim 1, wherein the recognition unit recognizes the predetermined time based on a history of vehicle interior temperature and vehicle interior humidity. The motor control device according to claim 1, wherein the recognition unit recognizes the predetermined time based on an operation frequency of the air conditioner. The motor control device according to any one of claims 1 to 8, wherein the predetermined time is a summer season when a cooling load or a dehumidifying load of the air conditioner is equal to or higher than the predetermined load.

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