JP2017140984A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a decrease in estimation accuracy of internal resistance of a battery.SOLUTION: Internal resistance Rb of a battery is estimated by using an inclination k of an approximate straight line obtained from a predetermined number n of IV data on the electric current Ib and battery Vb of the battery (S130). When duration time (time when dispersion Vi of the electric current Ib of the battery 50 is less than a threshold Viref) at a value 0 of a resistance estimation completion flag F1 is a predetermined period T3 of time or above (S170 and S180), a change gear is controlled to be shifted up (S200).SELECTED DRAWING: Figure 2

Description

  The present invention relates to an automobile, and more particularly, to an automobile including a motor, a transmission, and a battery.

  Conventionally, this type of automobile includes a traveling motor, a battery that exchanges power with the motor, a monitoring unit that detects battery voltage, and a current sensor that detects battery current. There is proposed a method in which a plurality of relations between the current and voltage are plotted, an approximate line is set based on a plurality of plot points, and the slope of the approximate line is obtained as the internal resistance of the battery (for example, see Patent Document 1). ).

JP 2014-186007 A

  Each plot point indicating the relationship between the battery current (detected value) and the voltage (detected value) varies to some extent from the actual (original) relationship due to the influence of the detection error of the monitoring unit and the current sensor. A plot point having a relatively small absolute value of the battery current is likely to have a greater influence on the slope of the approximate line than a plot point having a relatively large absolute value of the battery current. Therefore, when the absolute value of the motor torque (battery current) is relatively small over a certain period of time, such as during steady running, the inclination of the approximate line, that is, the internal resistance of the battery is estimated due to the influence of the detection error described above. Accuracy may be relatively low.

  The main object of the automobile of the present invention is to suppress a decrease in the estimation accuracy of the internal resistance of the battery.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
A motor,
A transmission for transmitting power with a change in gear between a rotating shaft of the motor and a drive shaft connected to an axle;
A battery that exchanges power with the motor;
Detection means for detecting current and voltage of the battery;
Control means for controlling the motor so as to output a torque corresponding to a required torque required for the drive shaft and a gear position of the transmission from the motor, while controlling the transmission;
A car equipped with
An internal resistance estimating means for estimating an internal resistance of the battery using an approximate straight line obtained from the plurality of combinations when a variance of the current in a plurality of combinations of the current and the voltage is equal to or greater than a threshold
The control means controls the transmission such that the transmission is upshifted when the current distribution in the plurality of combinations is less than the threshold over a predetermined time.
This is the gist.

  In the automobile of the present invention, when the current dispersion in the plurality of combinations of the battery current and the voltage is equal to or greater than the threshold value, the internal resistance of the battery is estimated using an approximate straight line obtained from the plurality of combinations. When the current distribution in the plurality of combinations is less than the threshold value over a predetermined time, the transmission is controlled so that the transmission is upshifted. Upshifting the transmission (increasing the gear position) reduces the transmission reduction ratio (the number of rotations of the input shaft of the transmission / the number of rotations of the output shaft). Torque (current) increases, and the absolute value of the battery current increases. Thereby, the dispersion | distribution of the electric current in a some combination can be enlarged, and it can suppress that the setting precision of an approximate straight line falls. As a result, it can suppress that the estimation precision of the internal resistance of a battery falls.

  The automobile of the present invention comprises an engine, a generator, and a planetary gear in which three rotating elements are connected to three axes of an output shaft of the engine, a rotating shaft of the generator, and a rotating shaft of the motor, The control means controls the transmission so that the transmission is upshifted when the current distribution in the plurality of combinations is less than the threshold over the predetermined time, and the engine The engine and the generator may be controlled so that the torque of the generator is fixed. By so doing, it is possible to make the motor torque more easily fluctuate when the required torque fluctuates than when the torque of the engine and the generator fluctuates according to the fluctuation of the required torque.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the internal resistance estimation routine performed by HVECU70 of an Example. 4 is an explanatory diagram for explaining a method of estimating an internal resistance Rb of a battery 50. FIG.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a transmission 60, a battery 50, and a hybrid electronic control unit (hereinafter referred to as a hybrid control unit). 70) (referred to as “HVECU”).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23, and the like from an input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. An input shaft 61 of the transmission 60 is connected to the ring gear of the planetary gear 30. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the input shaft 61 of the transmission 60. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor.

  The transmission 60 is configured as a four-stage transmission, for example, and includes an input shaft 61 connected to the ring gear of the planetary gear 30 and the rotor (rotary shaft) of the motor MG2, and the drive wheels 39a and 39b via the differential gear 38. And an output shaft 62 connected to the drive shaft 36 coupled to each other, a plurality of planetary gear mechanisms, and a plurality of hydraulically driven friction engagement elements (clutch, brake). The transmission 60 is shifted in four stages between the input shaft 61 and the output shaft 62 to transmit power.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 includes signals from various sensors necessary for managing the battery 50, for example, a current Ib from the current sensor 51a attached to the output terminal of the battery 50, and a voltage sensor attached between the terminals of the battery 50. The voltage Vb etc. from 51b is inputted through the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. Battery ECU 52 calculates power storage rate SOC based on the integrated value of battery current Ib from the current sensor. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals input to the HVECU 70 include the following.
The rotational speed Np of the drive shaft 36 from the rotational speed sensor 69 attached to the drive shaft 36 (the output shaft 62 of the transmission 60).
-Ignition signal from the ignition switch 80-Shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81
Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83
-Brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85
・ Vehicle speed V from vehicle speed sensor 88

  A control signal or the like to the transmission 60 is output from the HVECU 70 via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  The hybrid vehicle 20 of the embodiment configured in this manner travels in a hybrid travel (HV travel) mode or an electric travel (EV travel) mode. Here, the HV traveling mode is a mode in which the vehicle travels using the power from the engine 22 and the power from the motors MG1 and MG2. The EV travel mode is a mode in which the engine 22 is stopped and travels by the power from the motor MG2. In the HV traveling mode and the EV traveling mode, the hybrid unit such as the engine 22, the planetary gear 30, the motors MG1 and MG2, the inverters 41 and 42, the battery 50, and the transmission 60 are controlled.

  As control of the hybrid unit in the HV traveling mode, the HVECU 70 first sets the required torque Tout * required for the drive shaft 36 (the output shaft 62 of the transmission 60) based on the accelerator opening Acc and the vehicle speed V. To do. Subsequently, the gear ratio Gr of the transmission 60 is calculated by dividing the rotational speed Nm2 of the motor MG2 (the rotational speed of the input shaft of the transmission 60) by the rotational speed Nout of the drive shaft 36. Then, the required torque Tin * required for the input shaft 61 of the transmission 60 is calculated by dividing the required torque Tout * of the drive shaft 36 by the gear ratio Gr of the transmission 60. Further, the required power Pin * input to the input shaft 61 of the transmission 60 by multiplying the required torque Tin * of the transmission 60 input shaft 61 by the rotational speed Nm2 of the motor MG2 (the rotational speed of the input shaft 61 of the transmission 60). And the required power Pe * required for the engine 22 is calculated by subtracting the charge / discharge required power Pb * of the battery 50 (a positive value when discharging from the battery 50) from the calculated required power Pin *.

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set using the required power Pe * and an operation line (for example, a fuel efficiency operation line) of the engine 22. Subsequently, as shown in Expression (1), the torque command Tm1 * of the motor MG1 is set by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. In the formula (1), “ρ” is the gear ratio of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear). In Expression (1), the first term on the right side is a feedforward term, and the second and third terms on the right side are a proportional term and an integral term of the feedback term. The first term on the right side is a torque for the motor MG1 to receive the torque output from the engine 22 and acting on the rotating shaft of the motor MG1 via the planetary gear 30. “Kp” in the second term on the right side is the gain of the proportional term, and “ki” in the third term on the right side is the gain of the integral term.

  Tm1 * =-ρ ・ Te * / (1 + ρ) + kp ・ (Ne * -Ne) + ki ・ ∫ (Ne * -Ne) dt (1)

  Next, as shown in the equation (2), when the motor MG1 is driven with the torque command Tm1 *, the torque (−Tm1 * / ρ) output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30 is obtained. The torque command Tm2 * of the motor MG2 is calculated by subtracting from the required torque Tin * of the input shaft 61 of the transmission 60.

  Tm2 * = Tin * + Tm1 * / ρ (2)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. At the same time, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Fuel injection control, ignition control, etc. are performed. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, switching control of a plurality of switching elements of inverters 41 and 42 is performed such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. To do.

  As for the control of the hybrid unit in the EV traveling mode, the HVECU 70 first, as described above, the required torque Tout * of the drive shaft 36 (the output shaft 62 of the transmission 60), the gear ratio Gr of the transmission 60, The required torque Tin * of the input shaft 61 of the transmission 60 is set. Then, the torque command Tm1 * of the motor MG1 is set to a value 0, the required torque Tin * of the input shaft 61 of the transmission 60 is set to the torque command Tm2 * of the motor MG2, and the set torque command Tm1 of the motors MG1 and MG2 is set. *, Tm2 * are transmitted to the motor ECU 40. The motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41 and 42 as described above.

  For the control of the transmission 60, the HVECU 70 sets the required torque Tout * of the drive shaft 36 (the output shaft 62 of the transmission 60) in the same manner as described above, and sets the vehicle speed V and the required torque Tout * of the drive shaft 36. Is set to the target gear stage Gs * of the transmission 60. Then, the transmission 60 is controlled so that the gear stage Gs of the transmission 60 becomes the target gear stage Gs *.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when estimating the internal resistance Rb of the battery 50 in the HV traveling mode will be described. FIG. 2 is a flowchart illustrating an example of an internal resistance estimation routine executed by the HVECU 70 of the embodiment. This routine is executed repeatedly.

  When the internal resistance estimation routine of FIG. 2 is executed, the HVECU 70 first samples IV data as a combination of the current Ib and the voltage Vb of the battery 50 over a predetermined time T1 (for example, 25 sec, 30 sec, 35 sec, etc.). (Step S100). In the embodiment, the combination of the current Ib and the voltage Vb of the battery 50 detected by the current sensor 51a and the voltage sensor 51b every predetermined time T2 (for example, 80 msec, 100 msec, 120 msec, etc.) is input as IV data from the battery ECU 52 by communication. The predetermined number n (= T1 / T2) of IV data is sampled by performing the processing to be performed over a predetermined time T1. When the predetermined time T1 is 30 sec and the predetermined time T2 is 100 msec, the predetermined number n is 300.

Subsequently, the variance Vi of the current Ib of the battery 50 in a predetermined number n of IV data is calculated (step S110), and the calculated variance Vi of the current Ib of the battery 50 is compared with a threshold value Viref (step S120). Here, the threshold value Viref is a threshold value for determining whether or not the internal resistance Rb of the battery 50 can be accurately estimated using a predetermined number of IV data. As an error of the current sensor 51a and the voltage sensor 51b, for example, , 90A ² , 100A ² , 110A ^2, etc. can be used.

  When the variance Vi of the current Ib of the battery 50 is equal to or greater than the threshold value Viref, the internal resistance Rb of the battery 50 is estimated using the slope k of the approximate line obtained from a predetermined number of IV data (step S130), and the resistance estimation is completed. A value 1 is set in the flag F1 (step S140). On the other hand, when the variance Vi of the current Ib of the battery 50 is less than the threshold value Viref, the internal resistance Rb of the battery 50 is not estimated, and the value 0 is set to the resistance estimation completion flag F1 (step S150). Here, the estimation completion flag F1 is a flag indicating whether or not the internal resistance Rb of the battery 50 has been estimated during the current execution of this routine.

  FIG. 3 is an explanatory diagram for explaining a method of estimating the internal resistance Rb of the battery 50. In the embodiment, a predetermined number n of IV data is plotted on a map in which the vertical axis represents current Ib and the horizontal axis represents voltage Vb (see white circles in FIG. 3), and the predetermined number n of plotted IV data (plot points). An approximate straight line is set by the least square method, and the slope k of the approximate straight line is estimated as the internal resistance Rb of the battery 50. Here, each IV data varies to some extent due to detection errors of the current sensor 51a and the voltage sensor 51b. The inclination k of the approximate line varies due to this detection error. The IV data (plot point) having a small absolute value of the current Ib is likely to have a larger influence on the inclination k of the approximate line than the IV data having a large absolute value of the current Ib. For this reason, when the variance Vi of the current Ib of the battery 50 is relatively small, the estimation accuracy of the internal resistance Rb of the battery 50 tends to be relatively low due to the relatively large variation in the slope k of the approximate line. Therefore, in the embodiment, the internal resistance Rb of the battery 50 is estimated when the variance Vi of the current Ib of the battery 50 is equal to or greater than the threshold value Viref. Thereby, the internal resistance Rb of the battery 50 can be estimated with high accuracy.

  Next, the value of the resistance estimation process flag F2 is checked (step S160). Here, the resistance estimation shift flag F2 is a flag that indicates whether or not estimation processing (processing in steps S190 and S200 described later) is being performed for estimation of the internal resistance Rb of the battery 50.

  When the resistance estimation process flag F2 is 0 in step S160, it is determined that the estimation process is not being performed, and the value of the resistance estimation completion flag F1 is checked (step S170). Then, when the resistance estimation completion flag F1 is 1, it is determined that the internal resistance Rb of the battery 50 has been estimated during the current execution of this routine, and the value 0 is set to the resistance estimation processing flag F2 (step S220). This routine is terminated.

  When the resistance estimation completion flag F1 is 0 in step S170, it is determined that the internal resistance Rb of the battery 50 has not been estimated at the current execution of this routine, and the duration when the resistance estimation completion flag F1 is 0 is determined in advance. Compare with time T3 (step S180). Here, the duration when the resistance estimation completion flag F1 is 0 means a time during which the variance Vi of the current Ib of the battery 50 is less than the threshold Viref, that is, a time during which the internal resistance Rb of the battery 50 is not estimated. For the predetermined time T3, for example, 400 sec, 500 sec, 600 sec, etc. can be used.

  In step S180, when the duration when the resistance estimation completion flag F1 is 0 is less than the predetermined time T3, it is determined that the time during which the variance Vi of the current 50 of the battery 50 is less than the threshold Viref has not continued so long. A value 0 is set to the estimation processing flag F2 (step S220), and this routine ends.

  In step S180, when the duration when the resistance estimation completion flag F1 is 0 is equal to or longer than the predetermined time T3, it is determined that the time during which the variance Vi of the current 50 of the battery 50 is less than the threshold Viref has continued to some extent, and the target of the engine 22 The torque Te * and the torque command Tm1 * of the motor MG1 are fixed (step S190), and the target shift stage Gs * of the transmission 60 is changed from the basic shift stage Gstmp to the resistance estimation shift stage Gsr (step S200). Then, the resistance estimation process flag F2 is set to 1 (step S210), and this routine is terminated. Here, the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are fixed at the immediately preceding values. Further, the resistance estimation gear Gsr is a gear of the transmission 60 for estimating the internal resistance Rb of the battery 50, and in the embodiment, the basic gear Gstmp is the highest gear (the four-speed transmission). Is set to the gear position on the highest vehicle speed side, and when the basic gear position Gstmp is the gear position on the highest vehicle speed side, the same gear position as the basic gear position Gstmp is set. It was. Thus, when the transmission 60 target shift speed Gs * is changed from the basic shift speed Gstmp to the resistance estimation shift speed Gsr, when the basic shift speed Gstmp is not the highest gear speed side gear shift, the transmission 60 is shifted to the highest vehicle speed side. Upshift to the stage.

  When the transmission 60 is upshifted, the gear ratio Gr (= Nm2 / Nout) of the transmission 60 decreases, so the required torque Tin * increases with respect to the same required torque Tout *, and the torque command Tm2 of the motor MG2 The absolute value of * increases (see the above formula (2)). When the absolute value of the torque command Tm2 * of the motor MG2 increases, the absolute value of the current supplied to the motor MG2 increases, so the absolute value of the current Ib of the battery 50 increases. Further, by fixing the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1, the torque command Tm2 * of the motor MG2 is likely to change when the required torque Tout * (requested torque Tin *) changes. (See the above formula (1)). From these, when this routine is executed next time, in step S120, the variance Vi of the current Ib of the battery 50 in the predetermined number n of IV data is likely to be equal to or greater than the threshold value Viref. When the variance Vi of the current Ib of the battery 50 is greater than or equal to the threshold value Viref in step S120, the internal resistance Rb of the battery 50 is estimated using a predetermined number of IV data, and a value 1 is set in the resistance estimation completion flag F1 ( Steps S130 and S140). By such a series of processes, it is possible to suppress the setting accuracy of the approximate straight line from being lowered, and it is possible to suppress the inclination k of the approximate straight line and hence the estimation accuracy of the internal resistance Rb of the battery 50 from being lowered. When the variance Vi of the current Ib of the battery 50 is less than the threshold value Viref in step S120, the internal resistance Rb of the battery 50 is not estimated and a value 0 is set in the resistance estimation completion flag F1 (step S150).

  When the resistance estimation process flag F2 is 1 in step S160, it is determined that the estimation process is being performed, and the value of the resistance estimation completion flag F1 is checked (step S230). When the resistance estimation completion flag F1 is 0, it is determined that the internal resistance Rb of the battery 50 is not estimated at the time of execution of this routine, and this routine is terminated.

  When the resistance estimation completion flag F1 is 1 in step S230, it is determined that the internal resistance Rb of the battery 50 has been estimated when this routine is executed, and the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are determined. The fixation is released (step S240), the target gear stage Gs * of the transmission 60 is changed from the resistance estimation gear stage Gsr to the basic gear stage Gstmp (step S250), and a value 0 is set to the resistance estimation process flag F2. (Step S260), and this routine is finished.

  In the hybrid vehicle 20 of the embodiment described above, when the variance Vi of the current Ib in the predetermined number n of IV data of the current Ib and the voltage Vb of the battery 50 is equal to or greater than the threshold value Viref, it is obtained from the predetermined number n of IV data. The internal resistance Rb of the battery 50 is estimated using the slope k of the approximate line. When the variance Vi of the current Ib of the battery 50 is less than the threshold Viref, that is, when the time when the internal resistance Rb of the battery 50 is not estimated is equal to or longer than the predetermined time T3, the transmission 60 is shifted so as to be upshifted. The machine 60 is controlled. Thereby, the absolute value of the torque command Tm2 * (current) of the motor MG2 can be increased, the absolute value of the current Ib of the battery 50 can be increased, and the variance Vi of the current Ib of the battery 50 can be increased. Can do. As a result, it is possible to suppress a decrease in the setting accuracy of the approximate line, and it is possible to suppress a decrease in the estimation accuracy of the inclination k of the approximate line, and thus the internal resistance Rb of the battery 50.

  In the hybrid vehicle 20 of the embodiment, the resistance estimation gear stage Gsr is set to the highest vehicle speed side gear stage when the basic gear stage Gstmp is other than the highest vehicle speed side gear stage, and the basic gear stage Gstmp is the highest. At the vehicle speed side gear stage, the same gear stage as the basic gear stage Gstmp is set. However, the resistance estimation gear stage Gsr is the second gear position lower than the gear position on the highest vehicle speed side of the basic gear position Gstmp or the gear position on the lower vehicle speed side (the second forward speed in the four-speed transmission). In the case of the first forward speed), a speed other than the highest speed may be set as long as the speed is higher than the basic speed Gstmp. In this case, it is conceivable that the lowest speed stage within the range where the variance Vi of the current Ib of the battery 50 is assumed to be equal to or greater than the threshold value Viref is set to the resistance estimation speed stage Gsr.

  In the hybrid vehicle 20 of the embodiment, when the duration when the resistance estimation completion flag F1 is 0 is equal to or longer than the predetermined time T3, the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are fixed and the transmission The 60 target shift speeds Gs * are changed from the above-described basic shift speed Gstmp to the resistance estimation shift speed Gsr. However, when the duration time when the resistance estimation completion flag F1 is 0 is equal to or longer than the predetermined time T3, the target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are not fixed and the target gear stage of the transmission 60 is fixed. Gs * may be changed from the above-described basic shift speed Gstmp to the resistance estimation shift speed Gsr. That is, the processing of steps S190 and S240 of the internal resistance estimation routine of FIG. 2 may not be performed.

  In the hybrid vehicle 20 of the embodiment, the operation when the internal resistance Rb of the battery 50 is estimated in the HV traveling mode has been described. When the internal resistance Rb of the battery 50 is estimated in the EV travel mode, the processing in steps S190 and S240 of the internal resistance estimation routine of FIG.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 uses a four-stage transmission. However, a three-stage transmission, a five-stage transmission, a six-stage transmission, or the like may be used.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 is provided between the ring gear of the planetary gear 30 and the rotation shaft of the motor MG2 and the drive shaft 36. However, the ring gear of planetary gear 30 and drive shaft 36 may be directly connected, and a transmission may be provided between the rotation shaft of motor MG2 and the ring gear and drive shaft 36 of planetary gear 30.

  In the embodiment, the configuration of the hybrid vehicle 20 including the engine 22, the planetary gear 30, the motors MG1, MG2, the transmission 60, and the battery 50 has been described. However, a configuration of a so-called one-motor hybrid vehicle including an engine, one motor, a transmission, and a battery may be employed. Moreover, it is good also as a structure of the electric vehicle provided with a motor, a transmission, and a battery, without providing an engine.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to a “motor”, the transmission 60 corresponds to a “transmission”, the battery 50 corresponds to a “battery”, and the voltage sensor 51b and the current sensor 51a correspond to a “detection unit”. The HVECU 70 and the motor ECU 40 correspond to “control means”, and the HVECU 70 corresponds to “internal resistance estimation means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 for motor Electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Current sensor, 51b Voltage sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Transmission , 61 input shaft, 62 output shaft, 69 rpm sensor, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 a Serupedaru, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

A motor,
A transmission for transmitting power with a change in gear between a rotating shaft of the motor and a drive shaft connected to an axle;
A battery that exchanges power with the motor;
Detection means for detecting current and voltage of the battery;
Control means for controlling the motor so as to output a torque corresponding to a required torque required for the drive shaft and a gear position of the transmission from the motor, while controlling the transmission;
A car equipped with
An internal resistance estimating means for estimating an internal resistance of the battery using an approximate straight line obtained from the plurality of combinations when a variance of the current in a plurality of combinations of the current and the voltage is equal to or greater than a threshold
The control means controls the transmission such that the transmission is upshifted when the current distribution in the plurality of combinations is less than the threshold over a predetermined time.
Automobile.

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