A signal conversion method and system for an accelerator pedal of a hybrid vehicle

Abstract

The present invention relates to a signal conversion method for an acceleration pedal of a hybrid vehicle, which is applicable to the signal conversion control of the acceleration pedal of a hybrid electric vehicle. The technical solution: A signal conversion method for an acceleration pedal of a hybrid vehicle includes an acceleration pedal (10), an ECU (20) and a VCU (30), and is characterized in that: the acceleration pedal has four signal contacts; the ECU has four signal contacts, and three signal contacts of the VCU control a line signal switching device to switch; the signal of the acceleration pedal is switched between the VCU and the ECU through the line signal switching device. After adopting the above technical solution, without relying on the CAN bus interface of the ECU of the original vehicle engine, the signal of the acceleration pedal is converted to the ECU / VCU, realizing the direct combination of the pedal, the ECU and the VCU.

Description

Technical Field

[0001] One aspect of the present invention relates to a signal conversion method for an acceleration pedal of a hybrid vehicle, which is applicable to the signal conversion control of the acceleration pedal of a hybrid electric vehicle.

[0002] Another aspect of the present invention relates to a signal conversion system for an acceleration pedal of a hybrid vehicle, which is applicable to the signal conversion control of the acceleration pedal of a hybrid electric vehicle. Background Art

[0003] The "Energy Conservation and New Energy Vehicle Industry" of the country has once again clarified the "pure electric drive" development strategy at the policy level, which has also become the core principle for the development of new energy vehicles.

[0004] For pure electric drive vehicles, with the development of industrial technology, motors should be more and more involved in the vehicle drive process to meet the purpose of energy conservation and emission reduction. Plug-in hybrid electric vehicles are in line with the development strategy of pure electric drive vehicles and are the products of conforming to the development trend of automotive technology.

[0005] For plug-in hybrid electric vehicles, the direct participation of the engine part in vehicle drive can promote the regulation of the vehicle's torque and speed. It plays a quite high safety protection role for the temperature rise and thermal runaway of motors, electronic controls, and batteries. It greatly improves the efficiency, lifespan, and cruising range of the vehicle's performance. It can inherit all the advantages of electric vehicles and also carry forward the advantages of the specific energy and specific power of petroleum fuels. It is a hot spot in the development of new environmentally friendly vehicles internationally and has good development prospects and market potential.

[0006] Plug-in hybrid electric vehicles have two drive systems. They are formed by adding a drive motor, a battery, and an electronic control on the basis of a traditional fuel vehicle. During driving, the drive motor and the engine jointly drive the wheels in a timely manner. In addition, there is only one drive motor in the vehicle, which acts as a motor when driving the wheels and can act as a generator to charge the battery when not driving the wheels, with a low dependence on charging piles. The advantage of plug-in hybrid vehicles lies in that the drive motor and the engine can jointly drive the wheels in a timely manner without power waste.

[0007] Traditional cars and pure electric cars, as the name suggests, are driven by engines and motors respectively. To effectively combine these two products with completely different properties, it is necessary to properly handle the signal conversion between the engine's torque and speed and the drive motor when mixing power, as well as the accelerator pedal: that is, when the vehicle starts at a low speed, it is driven purely by electric power, and the drive motor can drive the vehicle alone; at medium and high speeds, the engine can drive the vehicle alone; when the vehicle starts, climbs a slope, accelerates suddenly, is overloaded, or is driving at high speed, the engine and drive motor need to superimpose the power of the power mix in a timely manner to ensure that the engine and drive motor can operate in the high-efficiency zone under any operating conditions as much as possible, so as to maximize energy conservation and emission reduction.

[0008] The accelerator pedal is also known as the accelerator pedal. The engine speed and torque are determined by the opening of the accelerator pedal. To ensure safety, the accelerator pedal is equipped with two position sensors, which output two signal voltages, S1 and S2, one of which is twice the voltage of the other, that is, when the engine is idling, the voltage of signal S1 is 0.70V, and the signal voltage of S2 is 0.35V; when the accelerator is stepped on, that is, when the accelerator is fully opened, the S1 signal voltage corresponds to 5V, and the S2 signal voltage corresponds to 2.50V. In traditional cars, the engine torque is controlled by the driver, that is, when the vehicle needs to accelerate, the accelerator pedal will be stepped on, and the two signal voltages of S1 and S2 are directly sent to the engine controller ECU, and the engine will immediately increase the speed and torque to meet the vehicle power requirements.

[0009] In plug-in hybrid electric vehicles, the engine speed and torque are completely determined by the vehicle controller VCU strategy. For example, two signal voltages are output through the accelerator pedal, namely S1 and S2, which are directly sent to the vehicle controller VCU. The vehicle controller VCU analyzes the driver's intention and calculates the required torque based on the collected motor speed, vehicle speed, various information of BMS and the CAN bus. Then the energy management system calculates the target torque of the drive motor and engine through the analysis of the required torque, motor characteristics, engine characteristics, battery SOC value and current engine speed. The target torque of the drive motor is directly sent to the motor controller through the CAN bus, and the engine target torque can be obtained together with the current engine speed. The corresponding accelerator pedal opening can be directly sent to the engine ECU through the CAN communication of the vehicle controller.

[0010] The vehicle control strategy is the core of the control system of plug-in hybrid vehicles. The quality of the control directly determines the driver's experience and comfort, and even the best fuel-saving and emission-reduction effects. Under various vehicle conditions, the vehicle control unit (VCU) will continuously collect various information data for calculation and switch between various modes: pure electric drive mode, engine-alone drive mode, hybrid drive mode, and engine-driven power generation mode. Among them, the hybrid mode can maximize the economy and power performance of the vehicle by coordinating the torques of the engine and the drive motor to meet the needs of energy conservation and emission reduction. Although the current VCU has very powerful functions, it is extremely costly and difficult to calculate very accurate analog signal engineering quantities for various vehicle conditions. Moreover, there will still be discomfort and jerks during mode switching from time to time. Since plug-in hybrid vehicles are basically innovatively designed based on the original traditional engine vehicles, the CAN bus of the original vehicle engine's ECU does not open its interface to the outside world.

[0011] Deficiencies of the prior art:

[0012] 1. It is necessary to pass through the CAN bus interface of the original vehicle engine's ECU.

[0013] 2. For the chip of the VCU, it is necessary to control the engine speed and torque well and achieve synchronous operation with the drive motor by calculating the data requirements of various working conditions according to the forward thinking, which requires a powerful system support, such as a complex control system and data calculation and analysis. The target torque data of the engine is calculated a large number of times at any time according to the driver's driving intention, and it is called: being calculated by algorithms.

[0014] Explanation of some terms:

[0015] ECU, English name, Electronic Control Unit, Chinese full name, Electronic Control Unit, also known as "vehicle computer", "on-board computer", etc., is a special microcomputer controller for automobiles.

[0016] VCU, English name, Vehicle Control Unit, Chinese full name, Electric Vehicle Control Unit, is the total controller of the electric vehicle power system, responsible for coordinating the work of components such as the engine, drive motor, transmission, and power battery.

[0017] CAN bus, English name, Controller Area Network, Chinese full name, Controller Area Network, and the relevant international standard is ISO 11898.

[0018] BMS, English name, Battery Management System, Chinese full name, Battery Management System.

[0019] Energy Management System, English name, EMS - Energy Management System, Chinese full name, Automotive Energy Management System.

[0020] SOC, English name, State of Charge, Chinese full name, State of Charge, used to reflect the remaining capacity of the battery. Summary of the Invention

[0021] The purpose of the first invention is to provide a signal conversion method for the accelerator pedal of a hybrid vehicle in view of the deficiencies in the prior art. The purpose is as follows: Without relying on the CAN bus interface of the original vehicle engine's ECU, convert the signal of the accelerator pedal to the ECU / VCU, and achieve the direct combination of the pedal, ECU, and VCU. In addition, give full play to the functions of the existing ECU and VCU, reduce system requirements, and meet the vehicle's acceleration power requirements, saving energy and reducing emissions.

[0022] To achieve the above purpose, the first invention adopts the following technical solutions:

[0023] A signal conversion method for the accelerator pedal of a hybrid vehicle, including an accelerator pedal, an ECU, and a VCU, is characterized in that: the accelerator pedal has four signal contacts; the ECU has four signal contacts, the VCU has seven signal contacts, and three signal contacts of the VCU control a line signal switching device to switch; the signal of the accelerator pedal is switched between the VCU and the ECU through the line signal switching device.

[0024] As an improvement of the present invention, there are two line signal switching devices, which are the forward acceleration relay and the hybrid acceleration relay respectively; and the VCU controls the forward acceleration relay and the hybrid acceleration relay; when only the drive motor is driving, the signal contact of the accelerator pedal is connected to the signal contact of the VCU through the forward acceleration relay; when only the engine is driving, the signal contact of the accelerator pedal is connected to the signal contact of the ECU through the forward acceleration relay; when the drive motor and the engine are driving in combination, the signal contact of the accelerator pedal is connected to the signal contact of the VCU through the forward acceleration relay; and the hybrid acceleration relay transmits the analog accelerator pedal opening signal to the signal contact of the ECU.

[0025] As an improvement of the present invention, the analog signal voltages of the intermediate signal contacts of the VCU are S1 and S2 respectively; a voltage dividing electronic circuit one is also provided, and the voltage dividing electronic circuit one makes S1 = 2×S2; the analog signal voltages of the intermediate signal contacts of the ECU are S1' and S2' respectively; a voltage dividing electronic circuit two and an adjustment signal electronic circuit three are also provided, and the voltage dividing electronic circuit two makes S1' = 2×S2'; the adjustment signal electronic circuit three is connected to the signal contact of the ECU through an acceleration hybrid relay, and the adjustment signal electronic circuit three simulates the acceleration pedal opening signal of the power required during engine mixing.

[0026] As an improvement of the present invention, the line signal switching device is 5 optocouplers; when only the drive motor is driving, the acceleration pedal signal contact is connected to the signal contact of the VCU through two optocouplers; when only the engine is driving, the acceleration pedal signal contact is connected to the signal contact of the ECU through two optocouplers; when the drive motor and the engine are driving in hybrid, the acceleration pedal signal contact is connected to the signal contact of the VCU through two optocouplers; and optocoupler five transmits the analog acceleration pedal opening signal to the signal contact of the ECU.

[0027] As an improvement of the present invention, the analog signal voltages of the intermediate signal contacts of the VCU are S1 and S2 respectively; a voltage dividing electronic circuit four is also provided, and the voltage dividing electronic circuit four makes S1 = 2×S2; the analog signal voltages of the intermediate signal contacts of the ECU are S1' and S2' respectively; a voltage dividing electronic circuit five is also provided, and the voltage dividing electronic circuit five makes S1' = 2×S2'; the adjustment signal electronic circuit six is connected to the signal contact of the ECU through optocoupler five, and the adjustment signal electronic circuit six simulates the acceleration pedal opening signal of the power required during engine mixing.

[0028] The purpose of the second aspect of the present invention is to provide a signal conversion system for the acceleration pedal of a hybrid vehicle in view of the deficiencies in the prior art. The purpose is: without relying on the CAN bus interface of the ECU of the original vehicle engine, convert the signal of the acceleration pedal to the ECU / VCU, and realize the direct combination of the pedal, the ECU and the VCU. In addition, give full play to the functions of the existing ECU and VCU, reduce the system requirements, and meet the power requirements for vehicle acceleration, so as to save energy and reduce emissions.

[0029] To achieve the above purpose, the second aspect of the present invention adopts the following technical solutions:

[0030] A signal conversion system for the accelerator pedal of a hybrid vehicle, comprising an accelerator pedal, an ECU, and a VCU, characterized in that: the accelerator pedal has four signal contacts; the ECU has four signal contacts, the VCU has seven signal contacts, and three signal contacts of the VCU control the switching of line signals; the signal of the accelerator pedal is switched between the VCU and the ECU through a line signal switching device.

[0031] As an improvement of the present invention described above, there are two line signal switching devices, which are an acceleration forward relay and an acceleration hybrid relay respectively; and the VCU controls the acceleration forward relay and the acceleration hybrid relay; the signal contact of the accelerator pedal is connected to the moving contact of the acceleration forward relay, the signal contact of the VCU is connected to the normally closed contact of the acceleration forward relay, and a voltage dividing electronic circuit one is also provided, and the voltage dividing electronic circuit one is connected to the signal contact of the VCU; the signal contacts of the ECU are respectively connected to the normally open contact of the acceleration forward relay and the moving contact of the acceleration hybrid relay, and a voltage dividing electronic circuit two and an adjustment signal electronic circuit three are also provided, the voltage dividing electronic circuit two is connected to the signal contact of the ECU, and the adjustment signal electronic circuit three is connected to the normally open contact of the acceleration hybrid relay.

[0032] As an improvement of the present invention described above, both the voltage dividing electronic circuit one and the voltage dividing electronic circuit two are composed of three series-connected fixed resistors and two voltage isolation diodes; the adjustment signal electronic circuit three is composed of an adjustment resistor, three fixed resistors and two voltage isolation diodes, and the adjustment resistor and the three fixed resistors are connected in series.

[0033] As an improvement of the present invention described above, the line signal switching device is five optocouplers; the electric switch signal is transmitted to two optocouplers through a light-emitting diode, so that the signal contact of the accelerator pedal is connected to the signal contact of the VCU, and a voltage dividing electronic circuit four is also provided, and the voltage dividing electronic circuit four is connected to the signal contact of the VCU; the fuel-driven switch signal is transmitted to two optocouplers through a light-emitting diode, so that the signal contact of the accelerator pedal is connected to the signal contact of the ECU, and a voltage dividing electronic circuit five is also provided, and the voltage dividing electronic circuit five is connected to the signal contact of the ECU; the hybrid switch signal is transmitted to one optocoupler through a light-emitting diode, so that the adjustment signal electronic circuit six is connected to the signal contact of the ECU.

[0034] As an improvement of the present invention described above, both the voltage dividing electronic circuit four and the voltage dividing electronic circuit five are composed of four series-connected fixed resistors; the adjustment signal electronic circuit six is composed of an adjustment resistor and four series-connected fixed resistors.

[0035] Beneficial effects of adopting the above technical solutions:

[0036] 1. By using a fuzzy logic circuit with reverse thinking, the signal of the accelerator pedal is directly converted to the ECU / VCU without relying on the CAN bus interface of the original vehicle engine's ECU, achieving a direct combination of the pedal, ECU, and VCU. That is, the reverse algorithm: the target speed and torque of the engine are only a calculated setting and are always adjusted to the optimal economic speed and torque. At the moment of power hybridization, as long as the driver subconsciously presses or lifts the accelerator pedal, it is sufficient to fully meet the power acceleration requirements.

[0037] The forward algorithm: the purpose of the driver pressing the accelerator pedal is to enhance the driving power of the vehicle. At this time, the opening signal of the accelerator pedal first controls the drive motor to accelerate through the vehicle control unit VCU. At the same time, after a large amount of data collected and analyzed by the vehicle control unit VCU, it controls the engine ECU to issue the target torque for power hybridization. At the moment of power hybridization, the driver may also subconsciously have two actions. Either the driver thinks the power is insufficient and continues to press the accelerator pedal; or the driver thinks the power is too large and lifts the accelerator pedal. Whether the driver continues to press or lift the accelerator pedal, the vehicle control unit VCU has to perform a large number of calculations for following, and the engine does not necessarily operate at the optimal economic speed and torque.

[0038] 2. Give full play to the functions of the existing ECU and VCU to reduce system requirements.

[0039] 3. It can reduce the existing hybrid vehicle's transmission and achieve the power hybridization of the internal combustion engine and the drive motor. It meets the vehicle's acceleration power requirements and saves energy and reduces emissions. Description of the Drawings

[0040] Figure 1 、Signal conversion circuit one of the accelerator pedal of the hybrid vehicle;

[0041] Figure 2 、Signal conversion circuit two of the accelerator pedal of the hybrid vehicle.

[0042] In the figure:

[0043] 10. Accelerator pedal,

[0044] 20. ECU,

[0045] 30. VCU,

[0046] 50. Voltage dividing electronic circuit one, 60. Voltage dividing electronic circuit two, 70. Signal regulating electronic circuit three, 80. Voltage dividing electronic circuit four, 90. Voltage dividing electronic circuit five, 100. Signal regulating electronic circuit six;

[0047] J1. Accelerating forward relay,

[0048] J2. Accelerating hybridization relay,

[0049] W1, adjustable resistor,

[0050] D1, diode one; D2, diode two; D3, diode three; D4, diode four; D5, diode five; D6, diode six;

[0051] R1, resistor one; R2, resistor two; R3, resistor three; R4, resistor four; R5, resistor five; R6, resistor six; R7, resistor seven; R8, resistor eight; R9, resistor nine; R10, resistor ten; R11, resistor eleven; R12, resistor twelve;

[0052] U1, optocoupler one; U2, optocoupler two; U3, optocoupler three; U4, optocoupler four; U5, optocoupler five. Detailed implementation mode

[0053] The invention will be further described in detail below with reference to the drawings and specific embodiments.

[0054] Embodiment 1

[0055] As Figures 1 - 2 shown, a signal conversion method for an acceleration pedal of a hybrid vehicle includes an acceleration pedal 10, an ECU 20, and a VCU 30, where:

[0056] Previously, the acceleration pedal had multiple contacts. Two of the positive contacts were combined into a common positive electrode of 5V, and two of the negative contacts were combined into a common negative electrode of 0V. The signals S1 and S2 remained unchanged. In this way, the acceleration pedal has four signal contacts;

[0057] Previously, the ECU had multiple contacts. Two of the positive contacts were combined into a common positive electrode of 5V, and two of the negative contacts were combined into a common negative electrode of 0V. ECU-2 and ECU-3 remained unchanged. In this way, the ECU has four signal contacts,

[0058] Previously, the VCU had multiple contacts. Two of the positive contacts were combined into a common positive electrode of 5V, and two of the negative contacts were combined into a common negative electrode of 0V. VCU-2, VCU-3, VCU-5, VCU-6, and VCU-7 remained unchanged. In this way, the VCU has seven signal contacts, and three of the signal contacts, namely VCU-5, VCU-6, and VCU-7, control the switching of the line signal switching device;

[0059] The signal of the aforementioned acceleration pedal is switched between the VCU and the ECU through the line signal switching device.

[0060] Note: VCU-5, VCU-6, and VCU-7 are control signals output in the VCU strategy program. As part of the main controller of the entire hybrid system, they are responsible for functions such as energy distribution, torque management, and fault diagnosis of the entire system.

[0061] Embodiment 2

[0062] As an improvement of Embodiment 1 of the present invention, as Figure 1 shown:

[0063] The line signal switching device adopts an accelerating forward relay J1 and an accelerating hybrid relay J2, and the VCU30 controls the accelerating forward relay J1 and the accelerating hybrid relay J2;

[0064] When only the drive motor is driving, the accelerating pedal signal contact is connected to the signal contact of the VCU through the accelerating forward relay J1;

[0065] When only the engine is driving, the accelerating pedal signal contact is connected to the signal contact of the ECU through the accelerating forward relay J1;

[0066] When the drive motor and the engine are driving in combination, the accelerating pedal signal contact is connected to the signal contact of the VCU through the accelerating forward relay J1; and the accelerating hybrid relay J2 transmits the analog accelerating pedal opening signal to the signal contact of the ECU.

[0067] Implementing the system of the present invention, as Figure 1 shown:

[0068] The signal contacts of the accelerating pedal 10 are respectively pedal ground OV, pedal S1, pedal S2, and pedal 5V.

[0069] The four signal contacts of the ECU20 are respectively ECU-1, ECU-2, ECU-3, and ECU-4.

[0070] The seven signal contacts of the VCU30 are respectively VCU-1, VCU-2, VCU-3, VCU-4, VCU-5, VCU-6, and VCU-7; among them:

[0071] VCU-1, VCU-2, VCU-3, and VCU-4 correspond to the four signal contacts of the accelerating pedal;

[0072] VCU-5, VCU-6, and VCU-7 are control signals output in the VCU strategy program, and send switching signals to the control line signal switching device.

[0073] The four signal contacts of the accelerating forward relay J1 are respectively J1-1, J1-2, J1-3, and J1-4.

[0074] The four signal contacts of the accelerating hybrid relay J2 are respectively J2-1, J2-2, J2-3, and J2-4.

[0075] D1~D6 represent voltage isolation diodes, which isolate the signal voltage influence during the acceleration of the accelerating pedal.

[0076] D7 to D8 represent freewheeling diodes.

[0077] The signal contact VCU-5 is connected to the acceleration hybrid relay J2, the signal contact VCU-6 is grounded, and the signal contact VCU-7 is connected to the acceleration forward relay J1; thus, the VCU controls the acceleration forward relay J1 and the acceleration hybrid relay J2.

[0078] The signal contacts of the acceleration pedal are connected to the moving contacts of the acceleration forward relay. For example, the pedal 5V is connected to the moving contact of J1-1, the pedal S1 is connected to the moving contact of J1-2, the pedal S2 is connected to the moving contact of J1-3, and the pedal ground OV is connected to the moving contact of J1-4.

[0079] The signal contacts of the VCU are connected to the normally closed contacts of the acceleration forward relay. For example, VCU-1 is connected to the normally closed contact of J1-1, VCU-2 is connected to the normally closed contact of J1-2, VCU-3 is connected to the normally closed contact of J1-3, and VCU-4 is connected to the normally closed contact of J1-4.

[0080] The signal contacts of the ECU are respectively connected to the normally open contacts of the acceleration forward relay and the moving contacts of the acceleration hybrid relay. For example, ECU-1 is connected to the normally open contact of J1-1 and the moving contact of J2-1, ECU-2 is connected to the normally open contact of J1-2 and the moving contact of J2-2, ECU-3 is connected to the normally open contact of J1-3 and the moving contact of J2-3, and ECU-4 is connected to the normally open contact of J1-4 and the moving contact of J2-4.

[0081] The voltage-dividing electronic circuit 1-50 is composed of resistor 1 R1, resistor 2 R2, resistor 3 R3, isolation diode 1 D1, and isolation diode 2 D2. Resistor 1 R1, resistor 2 R2, and resistor 3 R3 are series fixed resistors. The analog signal voltages of the intermediate signal contacts of the VCU are S1 and S2 respectively, and the voltage-dividing electronic circuit 1 makes S1 = 2×S2. For example, S1 = 0.70V and S2 = 0.35V. Thus, it is prevented that when the moving contacts on the acceleration forward relay J1 are closing, J1-1, J1-2, J1-3, and J1-4 will not report a fault due to the loss of control of the VCU not detecting the opening signal voltage of the acceleration pedal when disconnecting the normally closed contacts of the acceleration forward relay J1.

[0082] Similarly, the voltage-dividing electronic circuit two 60 is composed of a resistor four R4, a resistor five R5, a resistor six R6, an isolation diode three D3, and an isolation diode four D4. The resistor four R4, the resistor five R5, and the resistor six R6 are series fixed resistors. The analog signal voltages of the intermediate signal contacts of the ECU are S1' and S2' respectively. The voltage-dividing electronic circuit two makes S1' = 2 × S2'. For example, S1' = 0.70V and S2' = 0.35V. When the vehicle is driven purely electrically, when the moving contact of the acceleration forward relay J1 does not attract and disconnects the connection between the acceleration pedal JSB and the engine ECU, the ECU cannot detect the opening signal voltage of the acceleration pedal and cannot start the engine or the idle speed gets out of control and reports a fault.

[0083] The adjustment signal electronic circuit three 70 is composed of an adjustment resistor W1, a resistor seven R7, a resistor eight R8, a resistor nine R9, an isolation diode five D5, and an isolation diode six D6. The resistor seven R7, the resistor eight R8, and the resistor nine R9 are series fixed resistors, ensuring that the analog signal voltage S1' of the acceleration pedal opening = 2 × S2'. For example, S1' is 2.50V and S2' is 1.25V. The adjustment signal electronic circuit three is connected to the normally open contact of the acceleration hybrid relay J2. During use, adjust the resistance value of W1 to simulate the size of the acceleration pedal opening depth to obtain the optimal speed and torque of the engine hybrid power and achieve the best effect.

[0084] Specific use:

[0085] a. The engine throttle pedal and the drive motor pedal share the acceleration pedal 10.

[0086] b. When the acceleration pedal is fully lifted, when the engine is in the idle state or the drive motor stops working, the VCU-2 signal voltage is 0.70V and the VCU-3 signal voltage is 0.35V. When the acceleration pedal JSB is fully depressed, the VCU-2 signal voltage is 5.0V and the VCU-3 signal voltage is 2.50V.

[0087] c. When the acceleration forward relay J1 has no 12V voltage signal, J1 does not act, that is, the moving contact of J1 is connected to the normally closed contact respectively, and the acceleration pedal signal contact is connected to the signal contact of the vehicle control unit VCU. At this time, the acceleration pedal completely controls the vehicle to be driven purely electrically alone.

[0088] d. When the acceleration forward relay J1 receives the 12V signal voltage of VCU-7, the moving contact of J1 attracts and connects to the normally open contact, and the acceleration pedal signal contact is connected to the signal contact of the engine ECU. At this time, the acceleration pedal completely controls the engine to drive the vehicle alone.

[0089] e. When the acceleration hybrid relay J2 receives the 12V signal voltage from the VCU-5, the engine starts to hybridize with the driving motor, and the moving contact of the acceleration hybrid relay J2 closes with the normally open contact. At this time, the engine starts to hybridize with the driving motor, and the power is superimposed to jointly drive the vehicle in a timely manner. Adjusting W1 can simulate the opening depth of the accelerator pedal to obtain the optimal engine hybrid speed and torque for the best effect. Additionally, the opening signal voltage is adjusted according to the power configuration of each vehicle.

[0090] During actual use, for the acceleration forward relay J1 and the acceleration hybrid relay J2, a 12V / 24V micro relay with 4 sets of normally open and normally closed contacts can be used.

[0091] After using the present invention, the hybrid vehicle has the following effects:

[0092] 1. Pure electric drive function: Drive the vehicle in reverse and forward; when starting and accelerating until the vehicle speed reaches 40 - 60 Km / h under urban conditions, it is equivalent to the direct gear of the original vehicle engine gearbox shifting to the 5th gear overdrive. At this time, the excellent low-speed high-torque acceleration performance of the driving motor is fully utilized. There is no need for a clutch, no need to shift gears, no pollution, no noise, and zero emissions, skipping the high fuel consumption and high emissions during the gear shifting process of the 1st, 2nd, and 3rd gears of the original vehicle engine with a gearbox.

[0093] 2. Engine single drive function: When the vehicle speed driven by pure electricity reaches 40 - 60 Km / h, which is equivalent to the direct gear of the original vehicle engine gearbox shifting to the 5th gear overdrive, the engine participates in driving the vehicle forward alone. Since the gearbox of the original vehicle engine has been removed, it is equivalent to the engine directly participating in the direct gear, skipping the high fuel consumption and high emissions during the gear shifting process of the 1st, 2nd, and 3rd gears of the original vehicle engine gearbox, and directly entering the high-efficiency and economical region of the engine, achieving high-efficiency fuel saving and emission reduction of the engine; and it also avoids the high-speed high-current, high energy consumption of the driving motor, and the high temperature rise caused by the large current discharge of the battery pack leading to thermal runaway, and saves energy and reduces temperature.

[0094] 3. Hybrid power function: When the driving motor drives the vehicle to start, accelerate suddenly, climb a slope, or carry an overload, to protect the battery pack and the driving motor from large current discharge resulting in temperature rise and heat generation. If it is set that the driving motor participates in work within the rated power range of 45KW and does not work at the peak power, such as 90KW. At this time, as long as it is set that the engine participates in work with a limited power within 45KW, the power superposition of the driving motor and the engine is equivalent to the peak power of the motor of 90KW, which is sufficient to meet the power working conditions of the vehicle; and both of them work in the high-efficiency and economical working condition area of energy saving, fuel saving, and low noise.

[0095] 4. Power generation function: It can generate electricity while driving. When the vehicle speed driven by the engine is ≥ 40 Km / h, when the energy SOC of the battery pack ≤ 50% or when the vehicle is lightly loaded or unloaded, the driving motor conversion power generation function is automatically started. The power generated by the vehicle at different speeds will be between 10KW and 30KW. The faster the vehicle speed, the greater the power generation and the larger the charging current.

[0096] Embodiment III

[0097] As an improvement of Embodiment I of the present invention, as Figure 2 shown:

[0098] D1 - D2 represent voltage isolation diodes, and D3 - D5 represent light - emitting indicator diodes.

[0099] The line signal switching device is 5 optocouplers, namely optocoupler one U1, optocoupler two U2, optocoupler three U3, optocoupler four U4, and optocoupler five U5;

[0100] When receiving the electric switch signal, that is, when only the driving motor is driving, the signal contact of the accelerator pedal is connected to the signal contact of the VCU through optocoupler three U3 and optocoupler four U4;

[0101] When receiving the gasoline - engine switch signal, that is, when only the engine is driving, the signal contact of the accelerator pedal is connected to the signal contact of the ECU through optocoupler one U1 and optocoupler two U2;

[0102] When receiving the hybrid switch signal, that is, when the driving motor and the engine are mixed - driving, the signal contact of the accelerator pedal is connected to the signal contact of the VCU through optocoupler three U3 and optocoupler four U4; and optocoupler five U5 transmits the analog accelerator pedal opening signal to the signal contact of the ECU.

[0103] Implementing the system of the present invention, as Figure 2 shown:

[0104] The signal contacts of the accelerator pedal 10 are respectively pedal ground OV, pedal S1, pedal S2, and pedal 5V.

[0105] The signal contacts of the ECU20 are respectively pedal ground 0V, ECU - S1, ECU - S2, and ECU - 5V.

[0106] The signal contacts of the VCU30 are respectively pedal ground 0V, VCU - S1, VCU - S2, and VCU - 5V, which correspond to the four signal contacts of the accelerator pedal; in addition, the VCU can also send switching signals to the control line signal switching device, such as: electric switch signal, gasoline - engine switch signal, hybrid switch signal.

[0107] The electric switch signal is transmitted to optocoupler U3 and optocoupler U4 through light-emitting diode D3, enabling the signal contacts of the accelerator pedal to be connected to the signal contacts of the VCU. There is also a voltage-dividing electronic circuit 80, which is connected to the signal contacts of the VCU.

[0108] The fuel switch signal is transmitted to optocoupler U1 and optocoupler U2 through light-emitting diode D4, enabling the signal contacts of the accelerator pedal to be connected to the signal contacts of the ECU. There is also a voltage-dividing electronic circuit 90, which is connected to the signal contacts of the VCU.

[0109] The hybrid switch signal is transmitted to optocoupler U5 through light-emitting diode D5, enabling the regulating signal electronic circuit 100 to be connected to the signal contacts of the ECU.

[0110] The voltage-dividing electronic circuit 80 consists of 4 series-connected fixed resistors, namely: resistor R2, resistor R4, resistor R7, and resistor R8. The analog signal voltages of the intermediate signal contacts of the VCU are S1 and S2 respectively. The voltage-dividing electronic circuit 80 makes S1 = 2×S2. For example, S1 = 0.70V and S2 = 0.35V.

[0111] The voltage-dividing electronic circuit 90 consists of 4 series-connected fixed resistors, namely: resistor R1, resistor R3, resistor R5, and resistor R6. The analog signal voltages of the intermediate signal contacts of the ECU are S1' and S2' respectively. The voltage-dividing electronic circuit 90 makes S1' = 2×S2'. For example, S1' = 0.70V and S2' = 0.35V.

[0112] The regulating signal electronic circuit 100 consists of a regulating resistor W1 and 4 series-connected fixed resistors, namely: regulating resistor W1, resistor R9, resistor R3, resistor R5, and resistor R6. During use, by adjusting the resistance value of W1, the depth of the accelerator pedal opening is simulated to obtain the optimal engine hybrid speed and torque for the best effect.

[0113] Specific usage:

[0114] a. The engine throttle pedal and the drive motor pedal share the accelerator pedal 10.

[0115] b. When the electric switch signal receives a 12V signal voltage, the voltage passes through light-emitting diode D3, optocoupler U3, optocoupler U4, and resistor R12. At this time, light-emitting diode D3, optocoupler U3, and optocoupler U4 light up. The accelerator pedal S1 is connected to VCU - S1 / the accelerator pedal S2 is connected to VCU - S2. At this time, the accelerator pedal fully controls the vehicle to be driven solely by pure electricity.

[0116] c. When the 12V signal voltage received by the electric switch signal is turned off and the 12V signal voltage is received by the oil switch signal, the voltage passes through the light-emitting diode D4, optocoupler U1, optocoupler U2, and resistor R11. At this time, the light-emitting diode D4, optocoupler U1, and optocoupler U2 light up, and the accelerator pedal S1 is connected to the ECU - S1 / the accelerator pedal S2 is connected to the ECU - S2. At this time, the accelerator pedal completely controls the vehicle engine to drive the vehicle alone.

[0117] d. When the electric switch signal receives a 12V signal voltage, the vehicle is driven purely electrically. At this time, when the vehicle needs hybrid acceleration, the hybrid switch signal also receives a 12V signal voltage at the same time. At this time, the voltage passes through the light-emitting diode D5, optocoupler U5, and resistor R10. At this time, the light-emitting diode D5 and optocoupler U5 light up, and the adjustment signal electronic circuit 2 100 is connected, adjusting the resistance value of the W1 resistor, and simulating the size of the accelerator pedal opening depth to obtain the optimal speed and torque of the engine hybrid power, achieving the best effect.

[0118] The present invention is not limited to the above embodiments, and all technical solutions formed by equivalent replacement or equivalent substitution belong to the scope of protection required by the present invention.

Claims

1. A signal conversion method for the accelerator pedal of a hybrid vehicle, comprising an accelerator pedal (10), an ECU (20), and a VCU (30). Characterized in that: The accelerator pedal has four signal contacts; The ECU has four signal contacts; The VCU has seven signal contacts, and three signal contacts of the VCU control the switching of the line signal switching device; The signal of the accelerator pedal is switched between the VCU and the ECU through the line signal switching device; There are two line signal switching devices, which are the forward acceleration relay (J1) and the hybrid acceleration relay (J2) respectively; and the VCU controls the forward acceleration relay (J1) and the hybrid acceleration relay (J2); When only the drive motor is driving, the signal contacts of the accelerator pedal are connected to the signal contacts of the VCU through the forward acceleration relay (J1); When only the engine is driving, the signal contacts of the accelerator pedal are connected to the signal contacts of the ECU through the forward acceleration relay (J1); When the drive motor and the engine are driving in hybrid mode, the signal contacts of the accelerator pedal are connected to the signal contacts of the VCU through the forward acceleration relay (J1); and the hybrid acceleration relay (J2) transmits the analog accelerator pedal opening signal to the signal contacts of the ECU.

2. The signal conversion method for the accelerator pedal of a hybrid vehicle according to claim 1, Characterized in that: The analog signal voltages of the middle signal contacts of the VCU are S1 and S2 respectively; there is also a voltage dividing electronic circuit one (50), and the voltage dividing electronic circuit one makes S1 = 2 × S2; The analog signal voltages of the middle signal contacts of the ECU are S1' and S2' respectively; there are also a voltage dividing electronic circuit two (60) and an adjusting signal electronic circuit three (70), and the voltage dividing electronic circuit two makes S1' = 2 × S2'; the adjusting signal electronic circuit three (70) is connected to the signal contacts of the ECU through the hybrid acceleration relay (J2), and the adjusting signal electronic circuit three (70) simulates the accelerator pedal opening signal for the power required during engine hybridization.

3. A signal conversion method for the accelerator pedal of a hybrid vehicle, comprising an accelerator pedal (10), an ECU (20), and a VCU (30). Characterized in that: The accelerator pedal has four signal contacts; The ECU has four signal contacts; The VCU has seven signal contacts, and three signal contacts of the VCU control the switching of the line signal switching device; The signal of the accelerator pedal is switched between the VCU and the ECU through the line signal switching device; The line signal switching device is five optocouplers; When only the drive motor is driving, the signal contacts of the accelerator pedal are connected to the signal contacts of the VCU through two optocouplers one (U3, U4); When only the engine is driving, the signal contacts of the accelerator pedal are connected to the signal contacts of the ECU through two optocouplers two (U1, U2); When the driving motor and the engine are in hybrid drive, the signal contacts of the accelerator pedal are connected to the signal contacts of the VCU through two optocouplers one (U3, U4); and the optocoupler five (U5) transmits the analog accelerator pedal opening signal to the signal contacts of the ECU.

4. A signal conversion method for an accelerator pedal of a hybrid vehicle according to claim 3, characterized in that: The analog signal voltages of the intermediate signal contacts of the VCU are S1 and S2 respectively; there is also a voltage dividing electronic circuit four (80), and the voltage dividing electronic circuit four makes S1 = 2 × S2; The analog signal voltages of the intermediate signal contacts of the ECU are S1' and S2' respectively; there is also a voltage dividing electronic circuit five (90), and the voltage dividing electronic circuit five (90) makes S1' = 2 × S2'; the adjustment signal electronic circuit six (100) is connected to the signal contacts of the ECU through the optocoupler five (U5), and the adjustment signal electronic circuit six (100) simulates the accelerator pedal opening signal required for the engine during hybridization.

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