Vehicle control method

Abstract

The present invention discloses a vehicle control method. Wherein, the method includes: obtaining the vehicle state; in response to the vehicle state satisfying a first preset condition, obtaining the state of the insulated gate bipolar transistor of the vehicle motor and the state of the main positive relay; in response to the insulated gate bipolar transistor state being in a state allowing power-on, controlling the motor of the vehicle to power on based on the state of the main positive relay. The present invention solves the technical problem of the relatively low success rate of high-voltage power-on of hybrid electric vehicles in the related art.

Description

Technical Field

[0001] The present invention relates to the field of hybrid vehicles, and more particularly, to a vehicle control method. Background Art

[0002] A hybrid vehicle is a vehicle that can obtain power from at least two types of on-vehicle stored energy, including consumable fuel or rechargeable electrical energy storage devices. Because hybrid vehicles have dedicated energy source management methods, and the powertrain of hybrid vehicles has additional components such as power batteries, drive motors, their corresponding controllers, and inverters compared to the powertrain of traditional vehicles, which constitute a relatively large hybrid system architecture. Therefore, the power-on and power-off control methods of traditional vehicles cannot be directly applied to hybrid vehicles. However, existing hybrid vehicle power-on and power-off control methods do not involve strategic control of new components such as power batteries and drive motors before power-on, resulting in easy power-on failure and low success rate when the hybrid vehicle powers on at high voltage.

[0003] In view of the above problems, no effective solution has been proposed yet. Summary of the Invention

[0004] Embodiments of the present invention provide a vehicle control method to at least solve the technical problem of low success rate of high-voltage power-on of hybrid vehicles in related technologies.

[0005] According to one aspect of the embodiments of the present invention, a vehicle control method is provided, including: obtaining a vehicle state; in response to the vehicle state satisfying a first preset condition, obtaining the state of the motor insulated gate bipolar transistor and the state of the main positive relay of the vehicle; in response to the state of the motor insulated gate bipolar transistor being in a state allowing power-on, controlling the motor of the vehicle to power on based on the state of the main positive relay.

[0006] Optionally, the vehicle state includes at least one of the following: key rotation angle, shift lever gear state, vehicle driving speed, airbag state, vehicle charging gun state, battery management system state, motor controller state, and engine controller state.

[0007] Optionally, controlling the motor of the vehicle to power on based on the state of the main positive relay includes: in the case where the state of the main positive relay is in an open state, controlling the main negative relay to close; in response to the completion of the closing of the main negative relay, pre-charging the motor by controlling the state of the pre-charging relay in the vehicle; after the pre-charging of the motor is completed, controlling the motor to power on.

[0008] Optionally, in response to the completion of the closing of the main negative relay, pre-charging the motor by controlling the state of the pre-charging relay in the vehicle includes: controlling the pre-charging relay to close and obtaining pre-charging information, where the pre-charging information includes: the motor bus voltage, the rise amount of the motor bus voltage within a preset period, and the pre-charging time; in response to the pre-charging information satisfying a second preset condition, determining that the motor pre-charging is completed, and the second preset condition includes: a first motor bus voltage threshold, a rise amount threshold of the motor bus voltage within a preset period, and a pre-charging time threshold.

[0009] Optionally, when the main positive relay is in the closed state, controlling the vehicle to power on includes: obtaining the real-time monitored motor bus voltage; comparing the motor bus voltage with a first voltage threshold to obtain a comparison result; determining whether to pre-charge the motor based on the comparison result; in response to pre-charging the motor, after the motor pre-charging is completed, controlling the motor to power on; in response to not pre-charging the motor, controlling the motor to power on.

[0010] Optionally, determining whether to pre-charge the motor based on the comparison result includes: in response to the motor bus voltage being less than the first voltage threshold, determining to pre-charge the motor; in response to the motor bus voltage being greater than or equal to the first voltage threshold, determining not to pre-charge the motor.

[0011] Optionally, in response to the motor bus voltage being greater than or equal to the first voltage threshold, the method further includes: obtaining the state of the main positive relay; in response to the main positive relay being in the open state, controlling the main positive relay to close.

[0012] Optionally, after the motor pre-charging is completed, controlling the vehicle's motor to power on includes: controlling the main positive relay to close; in response to the completion of the closing of the main positive relay, controlling the pre-charging relay to open; in response to the pre-charging relay opening, sending a power-on command to the motor, where the power-on command is used to control the motor to power on.

[0013] Optionally, the method further includes: in response to receiving a key status signal as a preset power-off signal, where the preset status information includes at least one of the following: a first key status signal and a second key status signal, the first key status signal is used to indicate that the vehicle is in a state where some electrical appliances are available, and the second key status signal is used to indicate that the vehicle performs a power-off operation; sending a power-off signal to multiple controllers of the vehicle, where the multiple controllers include: a motor controller, an engine management system, and a battery management system, and the power-off signal is used for the multiple controllers to perform a shutdown process, including: the motor controller performs a three-phase AC insulation detection and the battery management system controls the main positive relay and the main negative relay to open; in response to receiving the preset status information of the multiple controllers, controlling the vehicle to enter a power-off mode, where the preset status information is used to indicate that there are no faults in the multiple controllers.

[0014] Optionally, during the process of controlling the vehicle's motor to power on based on the main positive relay state, the method further includes: controlling the power-on to terminate under at least one of the following conditions: in response to receiving a power-on termination instruction sent by the controller, or when the power-on time exceeds a preset threshold, stop controlling the motor to power on, where the power-on termination instruction is sent when the controller fails, and the power-on time is used to represent the time for the motor to execute the power-on process.

[0015] According to another aspect of the embodiments of the present invention, there is also provided a vehicle control device, including: a first acquisition module for acquiring the vehicle state; a second acquisition module for acquiring the insulated gate bipolar transistor state and the main positive relay state of the vehicle's motor in response to the vehicle state satisfying a first preset condition; a first control module for controlling the vehicle's motor to power on based on the main positive relay state in response to the insulated gate bipolar transistor state being in a state allowing power on.

[0016] According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium, where the computer-readable storage medium includes a stored program, and when the program runs, it controls the device where the computer-readable storage medium is located to execute the vehicle control method of any one of the above embodiments.

[0017] According to another aspect of the embodiments of the present invention, there is also provided a processor for running a program, and when the program runs, it executes the vehicle control method of any one of the above embodiments.

[0018] In the embodiments of the present invention, the following method is adopted: acquiring the vehicle state; in response to the vehicle state satisfying a first preset condition, acquiring the insulated gate bipolar transistor state and the main positive relay state of the vehicle's motor; in response to the insulated gate bipolar transistor state being in a state allowing power on, controlling the vehicle's motor to power on based on the main positive relay state. It is easy to notice that by using the HCU as the core controller of the whole vehicle and collaborating to perform pre-power-on control and judgment on the power battery, the motor, and the DCDC, the purpose of being able to perform conditional judgment on the vehicle before power on is achieved, thereby realizing the technical effect of improving the success rate of high-voltage power on of the vehicle, and further solving the technical problem of the low success rate of high-voltage power on of hybrid vehicles in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described herein are used to provide a further understanding of the present invention and form a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0020] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0021] Figure 2 It is a schematic structural diagram of an optional power system of a hybrid vehicle according to an embodiment of the present invention;

[0022] Figure 3 It is a schematic flowchart of a power-on control method when the motor IGBT is allowed to be powered on and the main positive relay of the battery is disconnected according to an embodiment of the present invention;

[0023] Figure 4 It is a schematic flowchart of a power-on control method when the motor IGBT is allowed to be powered on and the main positive relay of the battery is closed according to an embodiment of the present invention;

[0024] Figure 5 It is a schematic flowchart of a power-off process control method for a hybrid vehicle according to an embodiment of the present invention;

[0025] Figure 6 It is a schematic structural diagram of a vehicle control device according to an embodiment of the present invention. Detailed implementation manners

[0026] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those clearly listed steps or units, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0028] Embodiment 1

[0029] According to an embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0030] Figure 1 is a schematic flowchart of a vehicle control method according to an embodiment of the present invention. As Figure 1 shown, the method includes the following steps:

[0031] Step S102, obtain the vehicle state.

[0032] Optionally, the vehicle state includes at least one of the following: key rotation angle, shift lever position state, vehicle driving speed, airbag state, vehicle charging gun state, battery management system state, motor controller state, and engine controller state.

[0033] The above key rotation angle can be four operating states of the key. Off represents system power-off operation, ACC represents partial accessory electrical appliances available, KeyOn represents system low-voltage power-on operation, and Start represents system high-voltage power-on operation. In this embodiment, four operating states are taken as examples for illustration; the shift lever position state can be which gear the vehicle's shift lever is in. The gears of the vehicle can include, but are not limited to: parking gear (P gear), reverse gear (R gear), neutral gear (N gear), etc.; the state of the airbag can be detonated or not detonated; the state of the vehicle charging gun can be that the charging gun is connected or not connected; the state of the battery management system (Battery Management System, BMS) can be that the BMS state is normal or the BMS state is abnormal (i.e., a fault occurs); the state of the motor controller (Motor Control Unit, MCU) can be that the MCU state is normal or the MCU state is abnormal (i.e., a fault occurs); the state of the engine controller (Engine Management System, EMS) can be that the EMS state is normal or the EMS state is abnormal (i.e., a fault occurs).

[0034] Optionally, the present invention mainly relates to the power system of a hybrid vehicle, and the configuration mainly consists of an engine, a motor, a power battery, a transmission, a clutch C0, a drive shaft, etc.

[0035] Optionally, Figure 2It is a schematic structural diagram of a power system of an optional hybrid vehicle according to an embodiment of the present invention, mainly composed of an engine 21, a motor 20, a power battery 23, a gearbox 22, a clutch C0, a drive shaft 24, a direct current (DC-DC) converter 26, a wheel 25, a low-voltage power supply 27, etc. As Figure 2 shown, one side of the motor 20 is connected to the engine 21 through the clutch C0, the other side of the motor 20 is connected to the gearbox 22, the third side of the motor 20 is connected to the power battery 23, the power battery 23 is connected to the DC-DC converter 26, the DC-DC converter 26 is connected to the low-voltage power supply 27, and the DC-DC converter 26 connected to the low-voltage power supply 27 converts high-voltage direct current into low-voltage direct current. Each component is controlled by its respective controller, and the power source components are controlled to switch to different states through the controller. Among them, the motor control unit (MCU) controls the operation of the motor, the engine management system (EMS) controls the operation of the engine, the battery management system (BMS) controls the operation of the power battery, and the vehicle control unit (HCU) collaborates to control different controllers or subsystems to achieve high-voltage power-on and power-off control of the vehicle.

[0036] In an optional embodiment, when high-voltage power-on is required for a hybrid vehicle, the vehicle control unit (HCU) first needs to obtain the vehicle state to determine whether the vehicle can perform high-voltage power-on, that is, it first needs to obtain the key rotation angle, shift lever position state, vehicle driving speed, airbag state, vehicle charging gun state, battery management system state, motor controller state, and engine controller state of the vehicle. When the vehicle state meets the power-on condition, the HCU triggers the high-voltage system power-on function module.

[0037] Step S104: In response to the vehicle state meeting the first preset condition, obtain the insulated gate bipolar transistor state and the main positive relay state of the vehicle's motor.

[0038] The above first preset condition may be that the key anti-theft function passes and the key status is Start; the shift lever is in P or N gear; the vehicle driving speed is less than a certain calibrated value, and the calibrated value is not specifically limited, and the user can set it according to their own needs. In this embodiment, 2 km / h is taken as an example as the calibrated value; the airbag has not been detonated; the vehicle charging gun is not connected; the battery management system (BMS) status is normal; the motor controller (MCU) status is normal and the engine controller (EMS) status is normal. It should be noted that the first preset condition in this embodiment is not specifically limited, and the user can set it according to their own needs.

[0039] The above state of the motor insulated gate bipolar transistor (Insulated Gate Bipolar Transistor, i.e., IGBT) can be that the motor IGBT allows power-on or does not allow power-on, and the state of the main positive relay can be closed or open.

[0040] In an alternative embodiment, when the HCU determines that the vehicle meets all the states in the first preset condition, it can obtain the state of the vehicle's motor IGBT and the state of the main positive relay. Among them, the main positive relay and the main negative relay are controlled by the HCU through the BMS to control the on and off of the main circuit, and at the same time, the pre-charge relay needs to be closed for pre-charging at the initial stage of charge and discharge.

[0041] Step S106: In response to the state of the motor insulated gate bipolar transistor being in a state allowing power-on, based on the state of the main positive relay, control the motor of the vehicle to power on.

[0042] In an alternative embodiment, the HCU first determines whether the motor IGBT is in a state allowing power-on. When it is determined that the motor IGBT is in a state allowing power-on, the HCU can control the motor of the vehicle to power on by judging the state of the main positive relay.

[0043] Optionally, controlling the motor of the vehicle to power on based on the state of the main positive relay includes: in the case where the state of the main positive relay is in the open state, controlling the main negative relay to close; in response to the main negative relay closing, pre-charging the motor by controlling the state of the pre-charge relay in the vehicle; after the motor pre-charging is completed, controlling the motor to power on.

[0044] Optionally, after the motor pre-charging is completed, controlling the motor of the vehicle to power on includes: controlling the main positive relay to close; in response to the main positive relay closing, controlling the pre-charge relay to open; in response to the pre-charge relay opening, sending a power-on command to the motor, where the power-on command is used to control the motor to power on.

[0045] In an alternative embodiment, when the HCU determines that the motor IGBT is in a state allowing power-on and the main positive relay is open, the HCU can send a signal to the BMS to notify the BMS to close the main negative relay. The BMS controls the main negative relay to close in response to the signal from the HCU. When the HCU determines that the main negative relay is closed, it can control the pre-charge relay in the vehicle to close through the DCDC. When the HCU determines that the pre-charge relay is closed, the HCU controls the main positive relay to close through the BMS. When the HCU determines that the main positive relay has completed closing, the HCU controls the pre-charge relay to open through the DCDC. When the HCU determines that the pre-charge relay is open, the HCU sends a normal power-on command for the motor to the MCU. After receiving the power-on command, the MCU completes normal power-on. When the motor has completed normal power-on, the power system status mode is system ready, and the vehicle can drive.

[0046] In the embodiment of the present invention, a method is adopted that includes obtaining the vehicle status; in response to the vehicle status satisfying a first preset condition, obtaining the status of the motor insulated gate bipolar transistor and the status of the main positive relay of the vehicle; and in response to the motor insulated gate bipolar transistor status being in a state allowing power-on, controlling the motor of the vehicle to power on based on the status of the main positive relay. It is easy to notice that by using the HCU as the core controller of the whole vehicle and collaboratively performing pre-power-on control and judgment on the power battery, the motor, and the DCDC, the purpose of being able to perform condition judgment on the vehicle before power-on is achieved, thereby realizing the technical effect of improving the success rate of high-voltage power-on of the vehicle, and further solving the technical problem of the relatively low success rate of high-voltage power-on of hybrid vehicles in the related art.

[0047] Optionally, in response to the completion of closing of the main negative relay, pre-charging the motor by controlling the status of the pre-charge relay in the vehicle includes: controlling the pre-charge relay to close and obtaining pre-charge information, where the pre-charge information includes: the motor bus voltage, the rise amount of the motor bus voltage within a preset period, and the pre-charge time; in response to the pre-charge information satisfying a second preset condition, determining that the motor pre-charge is completed, and the second preset condition includes: a first motor bus voltage threshold, a rise amount threshold of the motor bus voltage within a preset period, and a pre-charge time threshold.

[0048] The above first motor bus voltage threshold is not specifically limited in this embodiment, and the user can set it according to requirements. In this embodiment, 300V can be used as an example for illustration; the above rise amount threshold of the motor bus voltage within a preset period is not specifically limited in this embodiment, and the user can set it according to requirements. In this embodiment, 12V / ms can be used as an example for illustration, the preset period can be 1ms, and the pre-charge time threshold is not specifically limited in this embodiment, and the user can set it according to requirements. In this embodiment, 0.1s can be used as an example for illustration.

[0049] The above-mentioned satisfaction of the second preset condition may be to simultaneously satisfy the following three conditions: the main motor bus voltage < the main motor bus voltage threshold (i.e., 300V), the rise amount of the motor bus voltage within a preset period ≤ the rise amount threshold of the motor bus voltage within a preset period (i.e., 12V / ms), and the pre-charging time ≥ the pre-charging time threshold (i.e., 0.1s).

[0050] In an optional embodiment, when the HCU determines that the motor IGBT is in a state allowing power-on, the main positive relay is in an open state, and the main negative relay is in a closed state, the HCU can control the pre-charging relay to close through DCDC and obtain pre-charging information, where the pre-charging information includes: the motor bus voltage, the rise amount of the motor bus voltage within a preset period, and the pre-charging time; when the pre-charging information satisfies the second preset condition, the HCU can determine that the motor pre-charging is completed.

[0051] Optionally, in the case where the main positive relay is in a closed state, controlling the vehicle to power on includes: obtaining the real-time monitored motor bus voltage; comparing the motor bus voltage with the first voltage threshold to obtain a comparison result; determining whether to pre-charge the motor based on the comparison result; in response to pre-charging the motor, after the motor pre-charging is completed, controlling the motor to power on; in response to not pre-charging the motor, controlling the motor to power on.

[0052] Optionally, determining whether to pre-charge the motor based on the comparison result includes: in response to the motor bus voltage being less than the first voltage threshold, determining to pre-charge the motor; in response to the motor bus voltage being greater than or equal to the first voltage threshold, determining not to pre-charge the motor.

[0053] Optionally, in response to the motor bus voltage being greater than or equal to the first voltage threshold, the method further includes: obtaining the main positive relay state; in response to the main positive relay being in an open state, controlling the main positive relay to close.

[0054] The above-mentioned comparison result may be that the motor bus voltage < the first voltage threshold, or the motor bus voltage ≥ the first voltage threshold.

[0055] In an alternative embodiment, when the HCU determines that the motor IGBT is in a state allowing power-on, it can send a signal to the BMS to notify the BMS to control the main positive relay to close. Then the HCU can control the vehicle to power on. First, the HCU obtains the real-time monitored motor bus voltage and compares it with the first voltage threshold: if the motor bus voltage < the first voltage threshold, then the main positive relay of the battery will open. Then the HCU controls the pre-charge relay to close through the DCDC. After the pre-charge relay closes, if the motor bus voltage ≥ the first voltage threshold, then the HCU first obtains the state of the main positive relay through the BMS. If the main positive relay is in the open state, then the HCU controls the main positive relay to close through the BMS. After the HCU determines that the main positive relay has closed, it sends a power-on command to the MCU motor, that is, it determines not to pre-charge the motor and controls the motor to power on. After receiving the power-on command, the MCU completes normal power-on. When the motor completes normal power-on, the power system status mode is system ready and the vehicle can drive.

[0056] In another alternative embodiment, during the vehicle power-on process, it is necessary to control and complete the pre-charge process, that is, the HCU sends a pre-charge command through the DCDC. The pre-charge is considered completed only when the following conditions are simultaneously met; otherwise, the pre-charge is not completed: the motor bus voltage ≥ b (the value of b is the minimum motor bus voltage when the pre-charge is completed, such as 260V), the rise amount of the motor bus voltage within the preset period ≤ the rise amount threshold of the motor bus voltage within the preset period (i.e., 12V / ms), the pre-charge time ≥ the pre-charge time threshold (i.e., 0.1s), and the pre-charge relay completes closing.

[0057] Optionally, during the process of controlling the vehicle motor to power on based on the state of the main positive relay, the method further includes: controlling the power-on to terminate under at least one of the following conditions: in response to receiving a power-on termination command sent by the controller, or the power-on time exceeding the preset threshold, and stopping controlling the motor to power on, where the power-on termination command is sent when the controller fails, and the power-on time is used to represent the time for the motor to execute the power-on process.

[0058] The above-mentioned controller may include but is not limited to: controllers such as BMS, MCU, and EMS. The preset threshold may be a time value set in advance by the user to monitor whether there is an abnormality during the power-on process and can be set according to the user's needs. In this embodiment, 10s can be used as an example for illustration.

[0059] In an alternative embodiment, after the main positive relay is closed and during the normal power-on process of the vehicle, if a certain controller in the key power system assemblies such as BMS, MCU, and EMS sends an instruction to the HCU to prohibit high-voltage power-on due to a fault, the HCU shall control the power-on to terminate and exit the normal power-on process; or if the time consumed by the entire power-on process is greater than a preset threshold (i.e., 10 s), the HCU shall determine that the system is in a power-on timeout state at this time, and shall control the power-on to terminate and exit the normal power-on process.

[0060] Optionally, the method further includes: in response to receiving a key status signal as a preset power-off signal, where the preset status information includes at least one of the following: a first key status signal and a second key status signal, the first key status signal is used to represent that the vehicle is in a state where some electrical appliances are available, and the second key status signal is used to represent that the vehicle performs a power-off operation; sending a power-off signal to multiple controllers of the vehicle, where the multiple controllers include: a motor controller, an engine management system, and a battery management system, and the power-off signal is used for the multiple controllers to perform a shutdown process, including: the motor controller performs a three-phase AC insulation detection and the battery management system controls the main positive relay and the main negative relay to disconnect; in response to receiving the preset status information of the multiple controllers, controlling the vehicle to enter a power-off mode, where the preset status information is used to represent that there is no fault in the multiple controllers.

[0061] The above-mentioned first key status signal may be the signal when the key is turned to the ACC state, and the second key status signal may be the signal when the key is turned to the Off state, where ACC represents that the vehicle is in a state where some electrical appliances are available, and Off represents that the vehicle performs a power-off operation.

[0062] In an alternative embodiment, when the key is turned to the ACC or Off state, the vehicle executes a power-off process, and the HCU performs power-off control according to the following steps:

[0063] Step S1: The HCU receives the key status signal ACC or Off and comprehensively judges the power-off command of the power system.

[0064] Step S2: The HCU sends a power system ready-to-shutdown signal to each controller, and sends it to BMS, MCU, and DCDC.

[0065] Step S3: After receiving the high-voltage power-off instruction, the MCU starts to perform a three-phase AC insulation detection, and after the AC insulation detection is completed, feeds back a signal to the HCU.

[0066] Step S4: The HCU sends an instruction to the battery management system to command the BMS to disconnect the high-voltage main positive and main negative relays.

[0067] Step S5: After receiving the instruction to turn on the high-voltage main relay, the BMS starts to execute the high-voltage power-off process and controls the bus voltage to be reduced to a certain range.

[0068] Step S6: If all controllers are fault-free, the HCU will enter the power-off mode, and all controllers such as the BMS, MCU, and DCDC will also enter the power-off mode.

[0069] The following combines Figures 3 to 5 to further illustrate the embodiments of the present invention.

[0070] Figure 3 is a schematic flowchart of a power-on control method when the motor IGBT is allowed to be powered on and the battery main positive relay is disconnected according to an embodiment of the present invention. The specific steps are as follows:

[0071] Step S301: The key is switched to the Start state, and the high-voltage power-on process is triggered.

[0072] Step S302: The HCU determines that the motor IGBT is allowed to be powered on.

[0073] Step S303: The HCU determines whether the battery main positive relay is disconnected. If the main positive relay is disconnected, go to step S305; if the main positive relay is closed, go to step S304.

[0074] Step S304: If the battery main positive relay is closed, the HCU controls to jump to the program module where the main positive relay is closed.

[0075] Step S305: If the battery main positive relay is disconnected, the HCU sends a signal to the BMS to inform the BMS to first close the main negative relay.

[0076] Step S306: After receiving the HCU instruction, the BMS controls the main negative relay to close.

[0077] Step S307: When the main negative relay is closed, the DCDC controls the pre-charge relay to close.

[0078] Step S308: When the pre-charge relay is closed, the BMS controls the main positive relay to close.

[0079] Step S309: The HCU determines whether the main positive relay is closed. If the main positive relay is closed, go to step S310; if the main positive relay is not closed, return to step S303.

[0080] Step S310: When the main positive relay is closed, the DCDC controls the pre-charge relay to open.

[0081] Step S311: After the pre-charge relay is opened, the HCU sends a motor normal power-on instruction to the MCU.

[0082] Step S312: After the MCU receives the power-on command, it completes normal power-on. When the motor completes normal power-on, the power system status mode is system ready, and at this time the vehicle can travel.

[0083] Figure 4 It is a schematic flowchart of a power-on control method when the motor IGBT is allowed to be powered on and the main positive relay of the battery is closed according to an embodiment of the present invention. The specific steps are as follows:

[0084] Step S401: The key is switched to the Start state, and the high-voltage power-on process is triggered;

[0085] Step S402: The HCU determines that the motor IGBT is allowed to be powered on;

[0086] Step S403: The HCU determines whether the main positive relay of the battery is closed. If the main positive relay is open, go to Step S404. If the main positive relay is closed, go to Step S405;

[0087] Step S404: If the main positive relay of the battery is open, the HCU controls to jump to the program module where the main positive relay is open;

[0088] Step S405: If the main positive relay of the battery is closed, if the HCU detects that the bus voltage of the motor is less than a certain value (i.e., the first voltage threshold, 300V), the main positive relay will be opened;

[0089] Step S406: The HCU sends a signal to the DCDC, informing the DCDC to control the closing of the pre-charge relay;

[0090] Step S407: After the pre-charge relay is closed, if the HCU detects that the bus voltage of the motor is greater than or equal to the first voltage threshold, the HCU sends a signal to the BMS, informing the BMS to close the main positive relay;

[0091] Step S408: After the main positive relay is closed, the HCU sends a normal power-on command for the motor to the MCU;

[0092] Step S409: After the MCU receives the power-on command, it completes normal power-on. When the motor completes normal power-on, the power system status mode is system ready, and the vehicle can travel.

[0093] Figure 5 It is a schematic flowchart of a power-off process control method for a hybrid vehicle according to an embodiment of the present invention. The specific steps are as follows:

[0094] Step S501: When the key is turned to the ACC or Off state, the high-voltage power-off process is triggered;

[0095] Step S502: The HCU receives the key status signal, makes a comprehensive judgment, and issues a power system power-off command.

[0096] Step S503: The HCU sends a power system ready-to-shut-down signal to each controller, including the BMS, MCU, and DCDC.

[0097] Step S504: After receiving the high-voltage power-down instruction, the MCU starts three-phase AC insulation detection, and after the AC insulation detection is completed, it feeds back a signal to the HCU.

[0098] Step S505: The HCU sends an instruction to disconnect the battery main relay to the battery management system, commanding the BMS to disconnect the high-voltage main relay.

[0099] Step S506: After receiving the instruction to disconnect the high-voltage main relay, the BMS executes the high-voltage power-down process and disconnects the main relay.

[0100] Step S507: The HCU determines whether the motor bus voltage has dropped to the specified range. If the bus voltage has not dropped to the specified range, go to Step S508; if the bus voltage has dropped to the specified range, go to Step S511.

[0101] Step S508: If the motor bus voltage has not dropped to the specified range, then continue to wait for the power-down process.

[0102] Step S509: Determine whether the power-down time is greater than the specified time. If it is greater than the specified time, go to Step S510; if it is less than or equal to the specified time, return to Step S508.

[0103] Step S510: The power-down process times out, go to Step S512.

[0104] Step S511: If the HCU determines that the motor bus voltage has dropped to the specified range, then the HCU enters the power-off mode.

[0105] Step S512: After that, each controller, the BMS, MCU, and DCDC also enter the power-off mode.

[0106] Step S513: Thus, the high-voltage power-down of the hybrid vehicle is completed.

[0107] The present invention aims to solve the problem of normal power-on and power-off of hybrid vehicles. Before the high-voltage power-on of hybrid vehicles, it is necessary to perform condition judgment and control on the vehicle's power system and assembly components. By designing different logics and developing different control strategies, the purpose of normal power-on of hybrid vehicles can be achieved. The positive effect of the control strategy method for a hybrid vehicle before high-voltage power-on provided by the present invention is that, with the HCU as the core controller of the whole vehicle, it collaboratively performs pre-power-on control judgment on the power battery, motor, and DCDC, designs and stipulates the corresponding power-on control strategy in advance, and finally can effectively support the power-on of the entire vehicle power system. This method has been verified by actual vehicles and can achieve good results, improving the reliability, stability, and safety of vehicle power-on.

[0108] Embodiment 2

[0109] According to another aspect of the embodiments of the present invention, a vehicle control device is further provided. This device can execute the vehicle control method provided in Embodiment 1 above. The specific implementation manner and preferred application scenario are the same as those in Embodiment 1 above and will not be elaborated here.

[0110] Figure 6 is a schematic structural diagram of a vehicle control device according to an embodiment of the present invention. As Figure 6 shown, the device includes: a first acquisition module 60 for acquiring the vehicle state; a second acquisition module 62 for acquiring the insulated gate bipolar transistor state and main positive relay state of the vehicle's motor in response to the vehicle state satisfying a first preset condition; and a first control module 64 for controlling the motor of the vehicle to be powered on based on the main positive relay state in response to the insulated gate bipolar transistor state of the motor being in a state allowing power-on.

[0111] Optionally, the first acquisition module is used to acquire the vehicle state, where the vehicle state includes at least one of the following: key rotation angle, shift lever gear state, vehicle driving speed, airbag state, vehicle charging gun state, battery management system state, motor controller state, and engine controller state.

[0112] Optionally, the first control module includes: a first control unit for controlling the main negative relay to close when the main positive relay state is in an open state; a pre-charging unit for pre-charging the motor by controlling the state of the pre-charging relay in the vehicle in response to the completion of the closing of the main negative relay; and a second control unit for controlling the motor to be powered on after the motor pre-charging is completed.

[0113] Optionally, the pre-charge unit includes: an acquisition subunit, configured to control the pre-charge relay to close and acquire pre-charge information, where the pre-charge information includes: the motor bus voltage, the rise amount of the motor bus voltage within a preset period, and the pre-charge time; a determination subunit, configured to determine that the motor pre-charge is completed in response to the pre-charge information satisfying a second preset condition, and the second preset condition includes: a first motor bus voltage threshold, a rise amount threshold of the motor bus voltage within a preset period, and a pre-charge time threshold.

[0114] Optionally, the first control module further includes: an acquisition unit, configured to acquire the real-time monitored motor bus voltage; a comparison unit, configured to compare the motor bus voltage with a first voltage threshold to obtain a comparison result; a determination unit, configured to determine whether to pre-charge the motor based on the comparison result; a third control unit, configured to control the motor to be powered on after the motor pre-charge is completed in response to pre-charging the motor; a fourth control unit, configured to control the motor to be powered on in response to not pre-charging the motor.

[0115] Optionally, the determination unit includes: a first determination subunit, configured to determine to pre-charge the motor in response to the motor bus voltage being less than the first voltage threshold; a second determination subunit, configured to determine not to pre-charge the motor in response to the motor bus voltage being greater than or equal to the first voltage threshold.

[0116] Optionally, the second determination subunit is further configured to acquire the main positive relay state; and control the main positive relay to close in response to the main positive relay being in an open state.

[0117] Optionally, the second control unit includes: a first control subunit, configured to control the main positive relay to close; a second control subunit, configured to control the pre-charge relay to open in response to the main positive relay closing; a sending subunit, configured to send a power-on command to the motor in response to the pre-charge relay opening, where the power-on command is used to control the motor to be powered on.

[0118] Optionally, the device further includes: a receiving module, configured to respond to receiving a key status signal as a preset power-down signal, where the preset status information includes at least one of the following: a first key status signal and a second key status signal, the first key status signal is used to represent that the vehicle is in a state where some electrical appliances are available, and the second key status signal is used to represent that the vehicle performs a power-down operation; a sending module, configured to send a power-down signal to multiple controllers of the vehicle, where the multiple controllers include: a motor controller, an engine management system, and a battery management system, and the power-down signal is used for the multiple controllers to perform a shutdown process, including: the motor controller performs a three-phase AC insulation detection and the battery management system controls the main positive relay and the main negative relay to disconnect; a second control module, configured to control the vehicle to enter a power-off mode in response to receiving the preset status information of the multiple controllers, where the preset status information is used to represent that there is no fault in the multiple controllers.

[0119] Optionally, the first control module further includes: a fifth control unit, configured to control the power-on termination under at least one of the following conditions: in response to receiving a power-on termination instruction sent by a controller, or the power-on time exceeds a preset threshold, and stop controlling the motor to power on, where the power-on termination instruction is sent when the controller fails, and the power-on time is used to represent the time for the motor to execute the power-on process.

[0120] Embodiment 3

[0121] On the other hand, according to an embodiment of the present invention, there is also provided a computer-readable storage medium, where the computer-readable storage medium includes a stored program, and when the program runs, it controls the device where the computer-readable storage medium is located to execute the vehicle control method described in Embodiment 1 above.

[0122] Embodiment 4

[0123] On the other hand, according to an embodiment of the present invention, there is also provided a processor, where the processor is used to run a program, and when the program runs, it executes the vehicle control method described in Embodiment 1 above.

[0124] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages and disadvantages of the embodiments.

[0125] In the above embodiments of the present invention, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0126] In several embodiments provided in the present application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of the units can be a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling, direct coupling, or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of units or modules can be in an electrical or other form.

[0127] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place or distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0128] In addition, in each embodiment of the present invention, the functional units can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0129] If the above-mentioned integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in each embodiment of the present invention. The foregoing storage medium includes: various media such as USB flash drives, read-only memories (ROMs), random access memories (RAMs), mobile hard disks, magnetic disks, or optical discs that can store program codes.

[0130] The above is only the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that, comprising: obtaining the vehicle state; in response to the vehicle state satisfying a first preset condition, obtaining the state of the motor insulated gate bipolar transistor and the state of the main positive relay of the vehicle; in response to the state of the motor insulated gate bipolar transistor being in a state allowing power-on, controlling the motor of the vehicle to be powered on based on the state of the main positive relay; controlling the motor of the vehicle to be powered on based on the state of the main positive relay includes: when the main positive relay is in an open state, controlling the main negative relay to close; in response to the main negative relay closing, controlling the pre-charge relay to close and obtaining pre-charge information, where the pre-charge information includes: the motor bus voltage, the rise amount of the motor bus voltage within a preset period, and the pre-charge time; in response to the pre-charge information satisfying a second preset condition, determining that the motor pre-charge is completed, and the second preset condition includes: a first motor bus voltage threshold, a rise amount threshold of the motor bus voltage within a preset period, and a pre-charge time threshold; after the motor pre-charge is completed, controlling the motor to be powered on; when the main positive relay is in a closed state, controlling the vehicle to be powered on includes: obtaining the real-time monitored motor bus voltage; comparing the motor bus voltage with a first voltage threshold to obtain a comparison result; determining whether to pre-charge the motor based on the comparison result; in response to pre-charging the motor, after the motor pre-charge is completed, controlling the motor to be powered on; in response to not pre-charging the motor, controlling the motor to be powered on.

2. The method according to claim 1, characterized in that, the vehicle state includes at least one of the following: key rotation angle, shift lever position state, vehicle driving speed, airbag state, vehicle charging gun state, battery management system state, motor controller state, and engine controller state.

3. The method according to claim 1, characterized in that, determining whether to pre-charge the motor based on the comparison result includes: in response to the motor bus voltage being less than the first voltage threshold, determining to pre-charge the motor; in response to the motor bus voltage being greater than or equal to the first voltage threshold, determining not to pre-charge the motor.

4. The method according to claim 3, characterized in that, in response to the motor bus voltage being greater than or equal to the first voltage threshold, the method further includes: obtaining the state of the main positive relay; in response to the main positive relay being in an open state, controlling the main positive relay to close.

5. The method according to claim 1, characterized in that, after the motor pre-charge is completed, controlling the motor of the vehicle to be powered on includes: controlling the main positive relay to close; in response to the main positive relay closing, controlling the pre-charge relay to open; in response to the pre-charge relay opening, sending a power-on command to the motor, where the power-on command is used to control the motor to be powered on.

6. The method according to claim 1, characterized in that, The method further includes: responding to receiving a preset power-down signal as the key status signal, where the key status signal includes at least one of the following: a first key status signal and a second key status signal, the first key status signal is used to represent that the vehicle is in a state where some electrical appliances are available, and the second key status signal is used to represent that the vehicle performs a power-down operation; sending a power-down signal to multiple controllers of the vehicle, where the multiple controllers include: a motor controller, an engine management system, and a battery management system, and the power-down signal is used for the multiple controllers to perform a shutdown process, including: the motor controller performs three-phase AC insulation detection and the battery management system controls the main positive relay and the main negative relay to disconnect; responding to receiving the preset status information of the multiple controllers, controlling the vehicle to enter a power-off mode, where the preset status information is used to represent that there are no faults in the multiple controllers.

7. The method according to claim 1, wherein, in the process of controlling the motor of the vehicle to be powered on based on the status of the main positive relay, the method further includes: controlling the power-on to terminate under at least one of the following conditions: responding to receiving a power-on termination instruction sent by the controller, or the power-on time exceeding a preset threshold, stopping controlling the motor to be powered on, where the power-on termination instruction is sent when the controller fails, and the power-on time is used to represent the time for the motor to execute the power-on process.

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