Vehicle control method and apparatus, and storage medium

Abstract

A vehicle control method and apparatus, and a storage medium, which belong to the technical field of vehicle control. The method comprises: in response to the fault level being a target level and a first detection result indicating that an engine and an ISG are in a series operation mode, setting a target charging power of a traction battery to be 0, and performing rotational speed closed-loop control on the ISG by using a first rotational speed as a target rotational speed; in response to an actual torque of the engine being less than 0 and the current of a direct-current bus being less than a current threshold value, controlling the traction battery to disconnect from a high-voltage loop, performing rotational speed closed-loop control on the engine, and performing voltage closed-loop control on the ISG; and supplying power to a traction motor (TM) by means of the ISG. Therefore, the stability of the voltage of a direct-current bus can still be ensured when a traction battery is disconnected, thereby ensuring that a TM can still stably drive a vehicle to safely travel when the traction battery has a fault.

Description

Control method, device and storage medium of vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410878490.9, filed on July 2, 2024, and entitled "Control method, device and storage medium of vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] Embodiments of the present application relate to the technical field of vehicle control, in particular to a control method, device and storage medium of vehicle. BACKGROUND

[0003] If the power battery of the extended-range vehicle fails during driving, it will affect the driving safety of the vehicle. In particular, if the power battery fails at level three, it will cause the direct current bus voltage to be unstable, thereby causing high-voltage components to be damaged or work abnormally, etc., affecting the driving safety of the vehicle.

[0004] In related technologies, when the power battery fails, the function of the power battery is replaced by the backup power storage to ensure the safe driving of the vehicle for a short time. In related technologies, the complexity of the system and the production and research and development cost of the vehicle are increased. SUMMARY

[0005] Embodiments of the present application provide a control method, device and storage medium of vehicle, which can be used to solve the problem that the failure of the power battery affects the driving safety of the vehicle. The technical solution is as follows:

[0006] In one aspect, the present application provides a control method of vehicle, the method comprising:

[0007] In response to the power battery of the vehicle failing, reading the failure level of the power battery;

[0008] In response to the failure level being a target level, obtaining a first detection result, the first detection result indicating whether the working mode of the engine and the ISG (Integrated Starter Generator) motor of the vehicle is a series working mode;

[0009] In response to the first detection result indicating that the working mode of the engine and the ISG motor is a series working mode, setting the charging target power of the power battery to 0, and performing speed closed-loop control on the ISG motor with a first speed as a target speed, the power battery being connected in a high-voltage loop, the charging target power being used to control the actual torque of the engine to gradually decrease;

[0010] detecting an actual torque of the engine and a current value of a direct current bus in the high-voltage circuit, the direct current bus being used to connect the power battery and the ISG motor;

[0011] in response to the actual torque of the engine being less than 0 and the direct current bus current being less than a current threshold, controlling the power battery to be disconnected from the high-voltage circuit, performing speed closed-loop control on the engine and voltage closed-loop control on the ISG motor;

[0012] supplying power to a traction motor (TM motor) for driving the vehicle to travel by the ISG motor.

[0013] The embodiment of the application provides a control method of a vehicle, and the method comprises the following steps:

[0014] in response to a power battery of the vehicle being faulty, reading a fault level of the power battery;

[0015] in response to the fault level being a target level, obtaining a first detection result, the first detection result being used to indicate whether working modes of an engine and an integrated starter generator (ISG) motor of the vehicle are a series working mode;

[0016] in response to the first detection result indicating that the working modes of the engine and the ISG motor are the series working mode, setting a charging target power of the power battery connected in a high-voltage circuit to 0, so that an actual torque of the engine is gradually reduced, and performing speed closed-loop control on the ISG motor with a speed threshold value as a target speed;

[0017] detecting an actual torque of the engine and a current value of a direct current bus in the high-voltage circuit, the direct current bus being used to connect the power battery and the ISG motor;

[0018] in response to the actual torque of the engine being less than 0 and the direct current bus current being less than a current threshold, controlling the power battery to be disconnected from the high-voltage circuit, performing speed closed-loop control on the engine and voltage closed-loop control on the ISG motor;

[0019] supplying power to a traction motor (TM motor) for driving the vehicle to travel by the ISG motor.

[0020] Optionally, after the first detection result is obtained, the method further comprises the following steps:

[0021] In response to the first detection result indicating that the working mode of the engine and the ISG motor is not the series working mode, a second detection result is obtained, the second detection result indicating whether the working mode of the engine and the ISG motor is the parallel working mode;

[0022] In response to the second detection result indicating that the working mode of the engine and the ISG motor is the parallel working mode, the working mode of the engine and the ISG motor is switched to the series working mode.

[0023] Optionally, after the second detection result is obtained, the method further comprises:

[0024] In response to the second detection result indicating that the working mode of the engine and the ISG motor is not the parallel working mode, the engine is controlled to start at low power.

[0025] Optionally, the control of the engine to start at low power comprises:

[0026] The ISG motor is controlled to provide power for the engine, so that the rotation speed of the engine reaches the minimum rotation speed at which fuel injection and ignition can be maintained;

[0027] In response to the rotation speed of the engine reaching the minimum rotation speed at which fuel injection and ignition can be maintained, the engine is controlled to inject and ignite fuel.

[0028] Optionally, the method further comprises:

[0029] When the ISG motor is controlled in voltage closed loop, the maximum power consumption of the ISG motor is limited to 5 kW and the minimum recovery power is limited to -20 kW.

[0030] Optionally, the method further comprises:

[0031] When the TM motor is powered by the ISG motor, the minimum recovery power of the TM motor is limited to 0, and the maximum power consumption of the TM motor is limited to the sum of the power generation of the ISG motor and a bias value.

[0032] In another aspect, a control device for a vehicle is provided, the device comprising:

[0033] A reading module is configured to read a fault level of a power battery of the vehicle in response to a fault of the power battery;

[0034] An obtaining module is configured to obtain a first detection result indicating whether a working mode of an engine and an ISG motor of the vehicle is a series working mode in response to the fault level being a target level;

[0035] The setting module is configured to, in response to the first detection result indicating that the working mode of the engine and the ISG motor is the series working mode, set a charging target power of the power battery as 0, and perform speed closed-loop control on the ISG motor with a first rotating speed as a target rotating speed, the power battery being connected in a high-voltage loop, and the charging target power being used to control the actual torque of the engine to gradually decrease;

[0036] The detection module is configured to detect an actual torque of the engine and a current value of a direct current bus in the high-voltage loop, the direct current bus being used to connect the power battery and the ISG motor;

[0037] The control module is configured to, in response to the actual torque of the engine being less than 0 and the direct current bus current being less than a current threshold, control the power battery to be disconnected from the high-voltage loop, perform speed closed-loop control on the engine, and perform voltage closed-loop control on the ISG motor;

[0038] The power supply module is configured to supply power to a TM motor by the ISG motor, the TM motor being used to drive the vehicle to travel.

[0039] In another aspect, a control device of a vehicle is provided, and the device comprises:

[0040] The reading module is configured to, in response to a power battery of the vehicle being faulty, read a fault level of the power battery;

[0041] The acquisition module is configured to, in response to the fault level being a target level, acquire a first detection result, the first detection result being used to indicate whether a working mode of an engine and an integrated starter generator (ISG) motor of the vehicle is a series working mode;

[0042] The setting module is configured to, in response to the first detection result indicating that the working mode of the engine and the ISG motor is the series working mode, set a charging target power of the power battery connected in a high-voltage loop as 0, so that the actual torque of the engine gradually decreases, and perform speed closed-loop control on the ISG motor with a rotating speed threshold as a target rotating speed;

[0043] The detection module is configured to detect an actual torque of the engine and a current value of a direct current bus in the high-voltage loop, the direct current bus being used to connect the power battery and the ISG motor;

[0044] The control module is configured to, in response to the actual torque of the engine being less than 0 and the direct current bus current being less than a current threshold, control the power battery to be disconnected from the high-voltage loop, perform speed closed-loop control on the engine, and perform voltage closed-loop control on the ISG motor;

[0045] A power supply module is configured to supply power to a TM motor by the ISG motor, and the TM motor is configured to drive the vehicle to travel.

[0046] Optionally, the obtaining module is further configured to, in response to the first detection result indicating that the working mode of the engine and the ISG motor is not the series working mode, obtain a second detection result, the second detection result being used to indicate whether the working mode of the engine and the ISG motor is the parallel working mode; and in response to the second detection result indicating that the working mode of the engine and the ISG motor is the parallel working mode, switch the working mode of the engine and the ISG motor to the series working mode.

[0047] Optionally, the obtaining module is further configured to, in response to the second detection result indicating that the working mode of the engine and the ISG motor is not the parallel working mode, control the engine to start at a low power.

[0048] Optionally, the obtaining module is configured to control the ISG motor to provide power to the engine, so that the rotating speed of the engine reaches a minimum rotating speed at which fuel injection ignition can be maintained; and in response to the rotating speed of the engine reaching the minimum rotating speed at which fuel injection ignition can be maintained, control the engine to perform fuel injection ignition.

[0049] Optionally, the apparatus further comprises a first limiting module configured to limit the maximum power consumption of the ISG motor to 5 kW and the minimum power recovery of the ISG motor to -20 kW when performing voltage closed-loop control on the ISG motor.

[0050] Optionally, the second limiting module is configured to limit the minimum power recovery of the TM motor to 0 and limit the maximum power consumption of the TM motor to the sum of the power generation of the ISG motor and a bias value when supplying power to the TM motor by the ISG motor.

[0051] In another aspect, a non-transitory computer readable storage medium is provided, the computer readable storage medium storing at least one computer program, the at least one computer program being loaded and executed by a processor to cause a computer to implement the control method of the vehicle.

[0052] In another aspect, a computer program product is provided, the computer program product comprising computer instructions, the computer instructions being executed by a processor to implement the steps of the control method of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0054] FIG. 1 is a schematic diagram of an implementation environment according to an embodiment of the present application;

[0055] FIG. 2 is a flowchart of a control method of a vehicle according to an embodiment of the present application;

[0056] FIG. 3 is a schematic diagram of a control software structure of a vehicle according to an embodiment of the present application;

[0057] FIG. 4 is a schematic diagram of a control software flow of a vehicle according to an embodiment of the present application;

[0058] FIG. 5 is a schematic diagram of a control logic of a vehicle according to an embodiment of the present application;

[0059] FIG. 6 is a schematic diagram of a control device of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0060] For the purpose of making the purpose, technical scheme and advantages of the present application more clear, the embodiments of the present application will be described in further detail below with reference to the drawings.

[0061] A control method of a vehicle is provided according to an embodiment of the present application. Referring to FIG. 1, a schematic diagram of an implementation environment of the method provided by the embodiment of the present application is shown. The implementation environment can include: an HCU (Hybrid Control Unit, hybrid control unit) 11, a BMS (Battery Management System, battery management system) 12, an EMS (Engine Management System, engine management unit) 13, an engine 14, an ISG motor 15, a TM motor 16, a wheel 17, a power battery 18, a DC bus 19, and an MCU (Motor Control Unit, motor control unit) 20.

[0062] Optionally, in response to a fault of the power battery 18 of the vehicle, the HCU 11 reads a fault level of the power battery 18 through the BMS 12. In response to the fault level being a target level, the HCU 11 obtains a first detection result, the first detection result indicating whether the working mode of the engine 14 and the ISG motor 15 of the vehicle is a series working mode. In response to the first detection result indicating that the working mode of the engine 14 and the ISG motor 15 is the series working mode, the HCU 11 sets the charging target power of the power battery 18 connected in the high-voltage loop to 0, so that the actual torque of the engine 14 gradually decreases, and the ISG motor 15 is controlled by the MCU 20 at a first rotating speed as a target rotating speed.

[0063] Exemplarily, the HCU 11 detects the actual torque of the engine 14 through the EMS 13. And the HCU 11 detects the current value of the DC bus 19 in the high-voltage circuit, where the DC bus 19 is used to connect the power battery 18 and the ISG motor 15. In response to the actual torque of the engine 14 being less than 0 and the DC bus current being less than a current threshold, the HCU 11 controls the power battery 18 to be disconnected from the high-voltage circuit, and controls the engine 14 through the EMS 13 in a speed closed loop. And the HCU 11 controls the ISG motor 15 in a voltage closed loop through the MCU 20. The HCU 11 supplies power to the TM motor 16 through the ISG motor 15, where the TM motor 16 is used to drive the vehicle 17, and the TM motor 16 and the ISG motor 15 are both controlled by the MCU 20. Optionally, the HCU 11, the BMS 12, the EMS 13, the engine 14, the ISG motor 15, the TM motor 16, the vehicle 17, the power battery 18, the DC bus 19 and the MCU 20 are connected in communication through a wired or wireless network.

[0064] Based on the above-mentioned implementation environment shown in FIG. 1, the embodiment of the present application provides a control method of a vehicle as shown in FIG. 2. Taking the method applied to the HCU as an example, the method comprises steps 201-206.

[0065] In step 201, in response to the power battery of the vehicle being faulty, the HCU reads the fault level of the power battery.

[0066] Exemplarily, the HCU reads the battery status of the power battery from the BMS through the bus, where the battery status of the power battery comprises whether the power battery is faulty and the fault content. Exemplarily, in response to the power battery of the vehicle being faulty, the HCU reads the fault level of the power battery, comprising: the HCU compares the fault content read from the BMS with the fault content corresponding to each fault level set in advance to determine the fault level of the power battery.

[0067] In a possible implementation, the BMS checks whether the power battery is faulty and the fault content, where the checking content involves at least one of the checking of the voltage, temperature, charging rate, discharging rate, charging capability and discharging capability of the power battery. Optionally, the HCU can read the battery status of the power battery from the BMS through the CAN bus.

[0068] Optionally, the fault level of the power battery comprises a first-level fault, a second-level fault and a third-level fault, where the severity of the third-level fault is greater than that of the second-level fault, and the severity of the second-level fault is greater than that of the first-level fault.

[0069] Exemplarily, the pre-set first-level fault corresponds to a problem of slight performance decline of the power battery, for example, problems such as abnormal voltage of the power battery, excessively high or low temperature, and the like. The pre-set second-level fault corresponds to a problem of affected function of the power battery, for example, problems such as reduced or suspended charging of the power battery due to reduced or suspended charging rate or discharging rate of the power battery. The pre-set third-level fault corresponds to a problem of lost most function of the power battery, for example, problems such as lost most charging and discharging capability of the power battery, and only a small amount of discharging capability can be provided.

[0070] In step 202, in response to the fault level being the target level, a first detection result is acquired, the first detection result indicating whether the working mode of the engine and the ISG motor of the vehicle is the series working mode.

[0071] In a possible implementation, the target level can be set as the third-level fault, and in response to the fault level being the target level, the HCU acquires a first detection result, wherein the first detection result indicates whether the working mode of the engine and the ISG motor of the vehicle is the series working mode.

[0072] Exemplarily, acquiring the first detection result includes that the HCU detects the connection mode of the ISG motor and the engine. If the engine and the ISG motor are connected to the wheels through the TM motor in series, the first detection result indicates that the engine and the ISG motor are in the series working mode; if the connection mode of the engine and the ISG motor is not that the engine and the ISG motor are connected to the wheels through the TM motor in series, or the engine is not started, the first detection result indicates that the engine and the ISG motor are not in the series working mode.

[0073] In step 203, in response to the first detection result indicating that the working mode of the engine and the ISG motor of the vehicle is the series working mode, the HCU sets the charging target power of the power battery to 0, so that the actual torque of the engine gradually decreases, and the ISG motor is controlled at a first rotating speed as a target rotating speed in a rotating speed closed loop, and the power battery is connected in the high-voltage loop.

[0074] In a possible implementation, in response to the first detection result indicating that the working mode of the engine and the ISG motor of the vehicle is the series working mode, the HCU sets the charging target power of the power battery to 0, so as to ensure that the power battery no longer accepts energy from the engine, thereby causing the actual torque of the engine to gradually decrease, and the power battery is connected in the high-voltage loop.

[0075] Optionally, the HCU controls the speed of the range extender by controlling the speed of the ISG motor in a closed loop. For example, the HCU can set the target speed of the ISG motor to a first speed through the MCU, and the first speed is considered as a speed threshold which can be set by the driver, for example, 1500 rpm. The range extender includes an engine and an ISG motor, and is configured to drive the TM motor to rotate the wheels.

[0076] By setting the charging target power of the power battery to 0, the actual torque of the engine is gradually reduced, so that in the case that the charging and discharging capability of the power battery is affected due to a fault, the engine speed is not too high due to the too large actual torque of the engine, and the safe driving of the vehicle is affected.

[0077] In another possible implementation, in response to the first detection result indicating that the working mode of the engine and the ISG motor is not the series working mode, a second detection result is obtained, the second detection result indicating whether the working mode of the engine and the ISG motor is the parallel working mode; and in response to the second detection result indicating that the working mode of the engine and the ISG motor is the parallel working mode, the working mode of the engine and the ISG motor is switched to the series working mode.

[0078] Optionally, in a case where it is determined that a detection result indicates that the working mode of the engine and the ISG motor is not the series working mode, a second detection result is obtained, including: if the engine and the ISG motor are connected to the wheels at the same time, the second detection result indicates that the working mode of the engine and the ISG motor is the parallel working mode; and if the connection mode of the engine and the ISG motor is not that the engine and the ISG motor are connected to the wheels at the same time, or the engine is in an unstarted state, the second detection result indicates that the working mode of the engine and the ISG motor is not the parallel working mode.

[0079] For example, after determining the second detection result, if the second detection result indicates that the working mode of the engine and the ISG motor is the parallel working mode, the working mode of the engine and the ISG motor is switched to the series working mode, for example, by changing the connection mode of the engine and the ISG motor and the TM motor and the vehicle, the working mode of the engine and the ISG motor is switched from the parallel working mode to the series working mode.

[0080] In another possible implementation, in response to the second detection result indicating that the working mode of the engine and the ISG motor is not the parallel working mode, the engine is controlled to start at low power. Optionally, if the second detection result indicates that the working mode of the engine and the ISG motor is not the parallel working mode and the series working mode, it is indicated that the engine is not started because the power battery has lost most of the charge and discharge capability, the engine is controlled to start at low power, including: controlling the ISG motor to provide kinetic energy for the engine, the kinetic energy provided by the engine being used to control the speed of the engine to reach a second speed, the second speed being the lowest speed at which the engine can maintain fuel injection ignition; and in response to the speed of the engine reaching the second speed, controlling the engine to ignite fuel.

[0081] Exemplarily, the HCU controls the BMS to temporarily cancel the power consumption power limit in the case of the three-level fault, and the power battery provides a small amount of power, for example, 5 kW, to the ISG motor. Thus, the ISG motor can convert the small amount of power provided by the power battery into kinetic energy and transmit the kinetic energy to the engine, so that the speed of the engine reaches the second speed, wherein the second speed is considered to be the lowest speed at which the engine can maintain fuel injection ignition, and can be determined according to the model of the engine. When the speed of the engine reaches the second speed, the HCU controls the engine to ignite fuel through the EMS, thereby completing the start of the engine.

[0082] In step 204, the HCU detects the actual torque of the engine and the current value of the DC bus in the high-voltage circuit, the DC bus being used to connect the power battery and the ISG motor.

[0083] Exemplarily, in the process in which the actual torque of the engine starts to gradually decrease, the HCU detects the actual torque of the engine and the current value of the DC bus in the high-voltage circuit, the DC bus being used to connect the power battery and the ISG motor. In a possible implementation, the HCU can obtain the actual torque of the engine from the EMS through the CAN bus, and obtain the current value of the DC bus through the current sensor installed on the DC bus.

[0084] By checking the actual torque of the engine and the current of the DC bus, a more stable time can be selected for subsequent disconnection of the relay, so as to avoid disconnection of the relay when the actual torque of the engine and the current of the DC bus are too high, thereby causing instability of the entire power system.

[0085] In step 205, in response to the actual torque of the engine being less than 0 and the current of the DC bus being less than a current threshold, the HCU controls the power battery to be disconnected from the high-voltage circuit, controls the engine in speed closed-loop control, and controls the ISG motor in voltage closed-loop control.

[0086] Optionally, after the actual torque of the engine and the current of the DC bus are acquired, if the actual torque of the engine is less than 0 and the current of the DC bus is less than the current threshold, the control power battery is disconnected from the high-voltage loop, comprising: the HCU disconnects the power battery from the high-voltage loop by controlling the relay to be disconnected, thereby cutting off the connection between the power battery and the external high-voltage loop, and avoiding damage to the power battery caused by overcharging or overdischarging in the case of losing most of the charging and discharging capacity.

[0087] Exemplarily, while the relay is cut off, the engine is controlled in a speed closed-loop mode and the ISG motor is controlled in a voltage closed-loop mode, comprising: the HCU controls the engine to enter the speed closed-loop control by the EMS, and the HCU controls the ISG motor to enter an idle state from the speed closed-loop control, and when the relay is completed, the HCU controls the ISG motor to enter the voltage closed-loop control to maintain the voltage of the high-voltage loop. In a possible implementation, the closed-loop target speed of the engine and the closed-loop target voltage of the ISG motor can be set according to experience, for example, the closed-loop target voltage of the ISG motor can be set to 325V.

[0088] Optionally, after the relay is disconnected to disconnect the power battery from the high-voltage loop, the engine is in the speed closed-loop control mode and the ISG motor is in the voltage closed-loop control mode, which can make the high-voltage loop still ensure the stability of the DC bus voltage in the case of disconnecting the power battery, ensure the relative stability of the power system, and thus ensure that the TM motor can still stably drive the vehicle to run safely in the case of power battery failure.

[0089] In step 206, the HCU supplies power to the TM motor through the ISG motor, and the TM motor is used to drive the vehicle to run.

[0090] In a possible implementation, in the case that the engine is in the speed closed-loop control and the ISG motor is in the voltage closed-loop control, the HCU supplies power to the main drive motor TM motor through the ISG motor, wherein the TM motor is used to drive the vehicle to run. Exemplarily, during driving the vehicle to run, in order to ensure the normal running of the vehicle in a short time, the HCU needs to limit the power distribution of the power system as follows: when the ISG motor is controlled in the voltage closed-loop control, the HCU limits the maximum power consumption of the ISG motor to 5 kW and the minimum recovery power to -20 kW. When the TM motor is supplied with power by the ISG motor, the minimum recovery power of the TM motor is limited to 0, and the maximum power consumption of the TM motor is limited to a power threshold, which is the sum of the power generation of the ISG motor and a bias value.

[0091] Optionally, the power generation of the ISG motor is equal to the rated power of the ISG motor multiplied by the efficiency of the ISG motor. A bias value B is determined by experiments and is used to compensate the power consumption of the BMS, other power systems and other additional devices. For example, the minimum recovery power of the TM motor is set to 0, so that the recovery function of the TM motor is disabled, and the stability of the power system is ensured.

[0092] In one possible implementation, the HCU can send the actual power consumption of the ISG motor to the EMS. After receiving the actual power consumption of the ISG motor, the EMS adjusts the closed-loop target speed of the engine based on the actual power consumption of the ISG motor, so that the closed-loop target speed of the engine is more accurate. The HCU can control the MCU to send the actual power consumption of the TM motor to the ISG motor, and the ISG motor adjusts the closed-loop target voltage of the ISG motor based on the actual power consumption of the TM motor, so that the closed-loop target voltage of the ISG motor is more accurate.

[0093] Optionally, how to adjust the closed-loop target speed of the engine based on the actual power consumption of the ISG motor, and how to adjust the closed-loop target voltage of the ISG motor based on the actual power consumption of the TM motor, can be pre-set according to experiments and experience.

[0094] In combination with the above method, an example of a control software structure of a vehicle is shown in FIG. 3. The execution subject can be the HCU. The input module 301 is used to obtain the input signals needed, including but not limited to the fault level of the power battery, the actual torque of the engine, the current value of the DC bus and the working state of the ISG motor. The control path scheduling module 302 determines different fault handling methods based on the fault level of the power battery and the fault level of other components.

[0095] Optionally, the voltage closed-loop control module 303 is used to coordinate the working state, power distribution and torque output of the engine and the ISG motor, so as to ensure that the TM motor can still stably drive the vehicle to travel safely in the case of power battery failure. The output module 304 is used to send control commands, such as the requested working state of the engine, the requested closed-loop control speed of the engine, the requested working state of the ISG motor and the requested closed-loop control torque of the ISG motor, to other controllers.

[0096] With the above method, taking the vehicle control software flowchart provided by the embodiment of the application shown in FIG. 4 as an example for illustration. The execution subject can be the HCU. Step 401, determine whether the vehicle has a system fault. If the vehicle does not have a system fault, go to step 402. Step 402, execute a normal control strategy. If the vehicle has a system fault, go to step 403. Step 403, determine whether the existing fault is a target-level power battery fault.

[0097] If the existing fault is not a target-level power battery fault, go to step 404. Step 404, execute a coping strategy for other-level power battery faults. If the existing fault is a target-level power battery fault, go to step 405. Step 405, execute a voltage closed-loop control strategy. After completing any one of steps 402, 404 or 405, return to the beginning of the program and execute again.

[0098] With the above method, taking the vehicle control logic diagram provided by the embodiment of the application shown in FIG. 5 as an example for illustration. The execution subject can be the HCU. Step 501, determine whether the working mode of the engine and the ISG motor is a series working mode. If the working mode of the engine and the ISG motor is not a series working mode, go to step 502. Step 502, determine whether the working mode of the engine and the ISG motor is a parallel working mode. If the working mode of the engine and the ISG motor is a parallel working mode, go to step 503. Step 503, switch from parallel to series working mode, and execute step 501 again. If the working mode of the engine and the ISG motor is not a parallel working mode, go to step 504, and start the engine at low power. Step 505, determine whether the engine has completed starting. If the engine has not completed starting, execute step 504 again. If the engine has completed starting, execute step 501 again.

[0099] If the working mode of the engine and the ISG motor is a series working mode, go to step 506, set the charging target power of the power battery to 0 and perform speed closed-loop control on the ISG motor at a first target speed. Step 507, determine whether the actual torque of the engine is less than 0 and whether the DC bus current is less than a current threshold. If at least one of the actual torque of the engine being less than 0 and the DC bus current being less than the current threshold is not satisfied, execute step 507 again.

[0100] If the actual torque of the engine is less than 0 and the DC bus current is less than the current threshold, step 508 is entered, the HCU controls the power battery to be disconnected from the high-voltage loop, the engine is controlled to be in speed closed-loop control, and the ISG motor is controlled to be in an idle state. Step 509 is to determine whether the power battery is disconnected from the high-voltage loop. If the power battery is not disconnected from the high-voltage loop, step 509 is repeatedly executed. If the power battery is disconnected from the high-voltage loop, step 510 is entered, the HCU controls the ISG motor in voltage closed-loop control and sets a closed-loop target voltage. Step 511 is that the HCU performs system power distribution in voltage closed-loop control.

[0101] The embodiment of the application ensures whether the working mode of the engine and the ISG motor of the vehicle is the series working mode when the target level fault occurs in the power battery of the vehicle. Then, the charging target power of the power battery is set to 0, so that the actual torque of the engine gradually decreases, and the actual torque of the engine is prevented from being too large to cause the engine speed to be too large and affect the safe driving of the vehicle in the case that the power battery affects the charging and discharging ability due to the fault.

[0102] In the case that the actual torque of the engine is less than 0 and the DC bus current is less than the current threshold, the power battery is controlled to be disconnected from the high-voltage loop, so as to avoid the relay being disconnected when the actual torque of the engine and the current of the DC bus are too high, thereby causing the instability of the entire power system, and the safety of the operation of disconnecting the power battery is ensured. At the same time that the power battery is disconnected, the engine is controlled to be in speed closed-loop control mode and the ISG motor is controlled to be in voltage closed-loop control mode, so as to ensure that the DC bus voltage is stable in the case that the power battery is disconnected, thereby ensuring that the TM motor can stably drive the vehicle to safely drive in the case that the power battery fails.

[0103] Referring to FIG. 6, the embodiment of the application provides a control device of a vehicle, which comprises:

[0104] The reading module 601 is configured to read a fault level of the power battery of the vehicle in response to a fault occurring in the power battery of the vehicle.

[0105] The obtaining module 602 is configured to obtain a first detection result in response to the fault level being a target level, the first detection result indicating whether a working mode of an engine and an ISG motor of the vehicle is a series working mode.

[0106] The setting module 603 is configured to set a charging target power of the power battery connected in the high-voltage loop to 0 in response to the first detection result indicating that the working mode of the engine and the ISG motor is the series working mode, so that the actual torque of the engine gradually decreases, and the ISG motor is controlled in speed closed-loop control with a first speed as a target speed.

[0107] The detection module 604 is configured to detect an actual torque of the engine and a current value of a direct current bus in a high-voltage loop, the direct current bus being configured to connect the power battery and the ISG motor.

[0108] The control module 605 is configured to, in response to the actual torque of the engine being less than 0 and the direct current bus current being less than the current threshold value, control the power battery to be disconnected from the high-voltage loop, perform speed closed-loop control on the engine, and perform voltage closed-loop control on the ISG motor.

[0109] The power supply module 606 is configured to supply power to a TM motor by the ISG motor, the TM motor being configured to drive the vehicle to travel.

[0110] In a possible implementation, the acquisition module 602 is further configured to, in response to the first detection result indicating that the working mode of the engine and the ISG motor is not the series working mode, acquire a second detection result, the second detection result indicating whether the working mode of the engine and the ISG motor is the parallel working mode; and in response to the second detection result indicating that the working mode of the engine and the ISG motor is the parallel working mode, switch the working mode of the engine and the ISG motor to the series working mode.

[0111] In a possible implementation, the acquisition module 602 is further configured to, in response to the second detection result indicating that the working mode of the engine and the ISG motor is not the parallel working mode, control the engine to start at low power.

[0112] In a possible implementation, the acquisition module 602 is configured to control the ISG motor to provide power for the engine, so that the speed of the engine reaches a minimum speed at which fuel injection and ignition can be maintained; and in response to the speed of the engine reaching the minimum speed at which fuel injection and ignition can be maintained, control the engine to perform fuel injection and ignition.

[0113] In a possible implementation, the apparatus further includes a first limiting module configured to limit the maximum power consumption of the ISG motor to 5 kW and the minimum recovery power of the ISG motor to -20 kW when performing the voltage closed-loop control on the ISG motor.

[0114] In a possible implementation, the apparatus further includes a second limiting module configured to limit the minimum recovery power of the TM motor to 0 and the maximum power consumption of the TM motor to a power threshold value when supplying power to the TM motor by the ISG motor, the power threshold value being a sum of the power generation of the ISG motor and a bias value.

[0115] The device ensures whether the working mode of the engine and the ISG motor of the vehicle is the series working mode when the target level fault of the power battery of the vehicle occurs. Then, the charging target power of the power battery is set to 0, so that the actual torque of the engine is gradually reduced, and the overlarge engine speed caused by the overlarge actual torque of the engine due to the influence of the charging and discharging capacity of the power battery caused by the fault is avoided, and the safe driving of the vehicle is affected.

[0116] In the case that the actual torque of the engine is less than 0 and the DC bus current is less than the current threshold, the power battery is disconnected from the high-voltage loop, so that the relay is not disconnected when the actual torque of the engine and the current of the DC bus are too high, and the instability of the entire power system is avoided, and the safety of the operation of disconnecting the power battery is ensured. At the same time of disconnecting the power battery, the engine is controlled to enter the speed closed-loop control mode and the ISG motor is controlled to enter the voltage closed-loop control mode, so that the DC bus voltage is stabilized in the case of disconnecting the power battery, and the TM motor can still stably drive the vehicle to drive safely in the case of the fault of the power battery.

[0117] It should be noted that the device provided in the above embodiment is only exemplified by the division of the above functional modules when realizing its function, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the above described functions. In addition, the device and method embodiments provided in the above embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0118] In the example embodiment, a computer readable storage medium is also provided, and the computer readable storage medium stores at least one computer program, which is loaded and executed by a processor of a computer device to enable the computer to implement any one of the above vehicle control methods.

[0119] In a possible implementation manner, the computer readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a read-only compact disc (Compact Disc Read-Only Memory, CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0120] In the example embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device performs any one of the above vehicle control methods.

[0121] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data for analysis, stored data, displayed data, etc.) and signals involved in the present application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions. For example, the fault level of the power battery, the working mode of the engine and the ISG motor of the vehicle, the actual torque of the engine, the current value of the direct current bus, the speed value of the engine and the voltage value of the ISG motor involved in the present application are all obtained under sufficient authorization.

[0122] It should be understood that "multiple" referred to herein refers to two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist together, and B exists alone. The character " / " generally represents that the associated objects before and after it are in an "or" relationship.

[0123] It should be noted that the terms "first", "second", etc. (if any) in the specification and claims of the present application are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following example embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0124] The above is only an example embodiment of the present application and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

1. A control method of a vehicle, wherein, The method comprises: in response to a power battery of a vehicle failing, reading a failure level of the power battery; in response to the failure level being a target level, obtaining a first detection result indicating whether a working mode of an engine and an integrated starter generator (ISG) motor of the vehicle is a series working mode; in response to the first detection result indicating that the working mode of the engine and the ISG motor is the series working mode, setting a charging target power of the power battery to 0, causing an actual torque of the engine to gradually decrease, and performing speed closed-loop control on the ISG motor with a first rotating speed as a target rotating speed, the power battery being connected in a high-voltage loop; detecting the actual torque of the engine and a current value of a direct current bus in the high-voltage loop, the direct current bus being used for connecting the power battery and the ISG motor; in response to the actual torque of the engine being less than 0 and the direct current bus current being less than a current threshold, controlling the power battery to be disconnected from the high-voltage loop, performing speed closed-loop control on the engine, and performing voltage closed-loop control on the ISG motor; supplying power to a traction motor (TM) motor for driving the vehicle to travel through the ISG motor.

2. The method of claim 1, wherein, After the first detection result is obtained, the method further comprises: in response to the first detection result indicating that the working mode of the engine and the ISG motor is not the series working mode, obtaining a second detection result indicating whether the working mode of the engine and the ISG motor is a parallel working mode; in response to the second detection result indicating that the working mode of the engine and the ISG motor is the parallel working mode, switching the working mode of the engine and the ISG motor to the series working mode.

3. The method of claim 2, wherein, After the second detection result is obtained, the method further comprises: in response to the second detection result indicating that the working mode of the engine and the ISG motor is not the parallel working mode, controlling the engine to start at low power.

4. The method of claim 3, wherein, The control of the engine starting at low power comprises: controlling the ISG motor to provide motive power for the engine, the motive power provided by the engine being used to control a rotating speed of the engine to reach a second rotating speed, the second rotating speed being a minimum rotating speed at which the engine can maintain fuel injection ignition; in response to the rotating speed of the engine reaching the second rotating speed, controlling the engine to perform fuel injection ignition.

5. The method of claim 1, wherein, The method further comprises: when performing voltage closed-loop control on the ISG motor, limiting a maximum power consumption of the ISG motor to 5 kW and a minimum recovery power of the ISG motor to -20 kW.

6. The method of claim 1, wherein, The method further comprises: when supplying power to the TM motor through the ISG motor, limiting a minimum recovery power of the TM motor to 0, and limiting a maximum power consumption of the TM motor to a power threshold value, the power threshold value being a sum of a power generation of the ISG motor and a bias value.

7. A control device of a vehicle, wherein The device comprises: a reading module configured to read a failure level of a power battery of a vehicle in response to the power battery failing; The acquisition module is configured to acquire a first detection result in response to the fault level being the target level, the first detection result indicating whether the working mode of the engine and the ISG motor is the series working mode. The setting module is configured to set a charging target power of the power battery to 0 and perform speed closed-loop control on the ISG motor with a first rotating speed as a target rotating speed in response to the first detection result indicating that the working mode of the engine and the ISG motor is the series working mode, the power battery being connected in a high-voltage loop, and the charging target power being used to control the actual torque of the engine to gradually decrease. The detection module is configured to detect the actual torque of the engine and a current value of a direct current bus in the high-voltage loop, the direct current bus being used to connect the power battery and the ISG motor. The control module is configured to control the power battery to be disconnected from the high-voltage loop, perform speed closed-loop control on the engine and voltage closed-loop control on the ISG motor in response to the actual torque of the engine being less than 0 and the direct current bus current being less than a current threshold. The power supply module is configured to supply power to a TM motor by the ISG motor, the TM motor being used to drive the vehicle to travel.

8. The apparatus of claim 7, wherein, The acquisition module is further configured to acquire a second detection result in response to the first detection result indicating that the working mode of the engine and the ISG motor is not the series working mode, the second detection result indicating whether the working mode of the engine and the ISG motor is the parallel working mode; and switch the working mode of the engine and the ISG motor to the series working mode in response to the second detection result indicating that the working mode of the engine and the ISG motor is the parallel working mode.

9. A computer program product, the computer program product comprising computer instructions, which, when executed by a processor, implement the steps of the control method of the vehicle according to any one of claims 1 to 6.

10. A non-transitory computer-readable storage medium, wherein, The computer readable storage medium stores at least one computer program, and the at least one computer program is loaded and executed by the processor to enable the computer to implement the control method of the vehicle according to any one of claims 1 to 6.

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