A hybrid vehicle control method, device, storage medium, and vehicle

Abstract

The application provides a hybrid vehicle control method, device, storage medium and vehicle, and belongs to the technical field of vehicles. In the case where it is detected that the vehicle is in a driving state and a preset fault occurs in the power battery, the first transmission is switched from the current driving gear to a preset voltage control gear, and the motor speed of the first motor is controlled to reach a target speed. In the case where it is detected that the motor speed reaches the target speed, the target motor torque of the first motor and the target engine torque of the engine are determined, and then the engine is controlled to output the target engine torque, and the first motor is controlled to output the target motor torque, so that the engine drives the first motor to generate electricity. In the application, the voltage control gear is added to the first transmission, so that the first motor can generate electricity at a high motor speed, and the vehicle can travel more stably under low-speed working conditions, thereby effectively improving the driving experience of the user.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a hybrid vehicle control method, apparatus, storage medium, and vehicle. Background Technology

[0002] Hybrid vehicles consist of two power sources: an engine and a battery. In the event of a serious battery failure, the high-voltage relay connected to the battery will disconnect, and the engine will drive the vehicle independently.

[0003] Currently, after the high-voltage relay of the power battery is disconnected, in order to ensure the normal operation of the vehicle's low-voltage components, the control motor is switched from the driving state to the generating state, thereby providing working power to the low-voltage components. However, in order to maintain stable power generation by the motor, the motor needs to be kept at a high motor speed. The high motor speed results in a higher minimum vehicle speed that can drive normally. As a result, during low-speed driving, it is easy to cause inconsistent driving performance of the vehicle, or even sudden acceleration, which brings a bad driving experience to the user. Summary of the Invention

[0004] This application provides a hybrid vehicle control method, device, storage medium, and vehicle to solve the problem that hybrid vehicles are prone to abnormal acceleration and inconsistent driving feel when driving at low speeds in the event of a power battery failure.

[0005] To solve the above problems, this application adopts the following technical solution:

[0006] In a first aspect, embodiments of this application provide a hybrid vehicle control method, the method comprising:

[0007] When the vehicle is detected to be in motion and the power battery has a preset fault, the first transmission is controlled to switch from the current driving gear to a preset voltage control gear, and the motor speed of the first motor is controlled to reach the target speed; wherein, the first motor is connected to the first wheel end through the first transmission, and the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear.

[0008] If the motor speed is detected to have reached the target speed, the target motor torque of the first motor and the target engine torque of the engine are determined.

[0009] The engine is controlled to output the target engine torque, and the first motor is controlled to output the target motor torque, so that the engine drives the first motor to generate electricity; the engine and the first motor are respectively located on different drive axles of the vehicle.

[0010] In one embodiment of this application, the step of determining the target engine torque and the target motor torque of the first motor includes:

[0011] The target motor torque is determined based on the current generating voltage and the target generating voltage of the first motor;

[0012] Determine the driver's required torque, and based on the driver's required torque and the target motor torque, determine the target engine torque.

[0013] In one embodiment of this application, before the step of controlling the first motor to output the target motor torque, the method further includes:

[0014] Obtain the current control mode of the first motor;

[0015] If the current control mode is not the voltage control mode, control the first motor to switch from the current control mode to the voltage control mode.

[0016] In one embodiment of this application, after the step of controlling the first motor to output the target motor torque, the method further includes:

[0017] Get the current remaining battery power;

[0018] If the current remaining power is less than the remaining power threshold, the first motor is controlled to charge the battery and supply power to the low-voltage components of the vehicle.

[0019] If the current remaining power is greater than or equal to the remaining power threshold, the first motor is controlled to supply power to the low-voltage components of the vehicle.

[0020] In one embodiment of this application, the step of controlling the first motor to charge the battery includes:

[0021] The first motor is controlled to output a target generating voltage to the DC step-down module, and the DC step-down module is controlled to step down the target generating voltage to output a target charging voltage to charge the battery; wherein the target charging voltage is greater than the default charging voltage of the battery when the power battery does not experience the preset fault.

[0022] In one embodiment of this application, after the step of controlling the first transmission to switch to a preset voltage control gear, the method further includes:

[0023] If the preset fault is detected to have disappeared, the first transmission is controlled to switch from the voltage-controlled gear to the target driving gear;

[0024] Based on the driver's required torque and a preset torque distribution strategy, the first drive torque of the engine and the second drive torque of the first electric motor are determined.

[0025] The engine is controlled to output the first driving torque, and the first motor is controlled to output the second driving torque, so that the engine and the first motor drive the vehicle.

[0026] In one embodiment of this application, the method further includes:

[0027] When the vehicle is detected to switch from the driving state to the stopped state, the second transmission is controlled to switch to neutral; wherein the engine is connected to the second wheel end through the second transmission;

[0028] When it is detected that the second transmission has been shifted to neutral, the engine is controlled to run at a target idle speed so that the engine drives the second motor to generate electricity; wherein the engine is connected to the second motor.

[0029] Secondly, based on the same inventive concept, embodiments of this application provide a hybrid vehicle control device, the device comprising:

[0030] The gear shifting module is used to control the first transmission to switch from the current driving gear to a preset voltage control gear when the vehicle is detected to be in motion and the power battery has a preset fault, and to control the motor speed of the first motor to reach the target speed; wherein, the first motor is connected to the first wheel end through the first transmission, and the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear.

[0031] A torque determination module is used to determine the target motor torque of the first motor and the target engine torque of the engine when the motor speed is detected to have reached the target speed.

[0032] A power generation control module is used to control the engine to output the target engine torque and control the first motor to output the target motor torque, so that the engine drives the first motor to generate electricity; the engine and the first motor are respectively located on different drive axles of the vehicle.

[0033] In one embodiment of this application, the torque determination module:

[0034] The first torque determination submodule is used to determine the target motor torque based on the current generating voltage and the target generating voltage of the first motor.

[0035] The second torque determination submodule is used to determine the driver's required torque and, based on the driver's required torque and the target motor torque, determine the target engine torque.

[0036] In one embodiment of this application, the hybrid vehicle control device further includes:

[0037] The control mode acquisition module is used to acquire the current control mode of the first motor;

[0038] The control mode switching module is used to control the first motor to switch from the current control mode to the voltage control mode when the current control mode is not the voltage control mode.

[0039] In one embodiment of this application, the hybrid vehicle control device further includes:

[0040] The power acquisition module is used to obtain the current remaining power of the battery;

[0041] The first power supply module is used to control the first motor to charge the battery and supply power to the low-voltage components of the vehicle when the current remaining power is less than the remaining power threshold.

[0042] The second power supply module is used to control the first motor to supply power to the low-voltage components of the vehicle when the current remaining power is greater than or equal to the remaining power threshold.

[0043] In one embodiment of this application, the first power supply module includes:

[0044] The charging control submodule is used to control the first motor to output a target generating voltage to the DC step-down module, and to control the DC step-down module to step down the target generating voltage and output a target charging voltage to charge the battery; wherein the target charging voltage is greater than the default charging voltage of the battery when the power battery does not experience the preset fault.

[0045] In one embodiment of this application, the hybrid vehicle control device further includes:

[0046] The second gear shifting module is used to control the first transmission to shift from the voltage-controlled gear to the target driving gear when the preset fault is detected to disappear.

[0047] The drive torque determination module is used to determine the first drive torque of the engine and the second drive torque of the first motor based on the driver's required torque and a preset torque distribution strategy.

[0048] The drive control module is used to control the engine to output the first drive torque and control the first motor to output the second drive torque, so that the engine and the first motor drive the vehicle.

[0049] In one embodiment of this application, the hybrid vehicle control device further includes:

[0050] The third gear shifting module is used to control the second transmission to shift to neutral when the vehicle is detected to switch from the driving state to the stopped state; wherein the engine is connected to the second wheel end through the second transmission;

[0051] The second power generation control module is used to control the engine to run at a target idle speed when it is detected that the second transmission has been switched to neutral, so that the engine drives the second motor to generate electricity; wherein the engine is connected to the second motor.

[0052] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the hybrid vehicle control method proposed in the first aspect of this application.

[0053] Fourthly, based on the same inventive concept, embodiments of this application provide a vehicle including a processor and a memory, wherein the memory stores machine-executable instructions that can be executed by the processor, and the processor is used to execute the machine-executable instructions to implement the hybrid vehicle control method proposed in the first aspect of this application.

[0054] Compared with the prior art, this application has the following advantages:

[0055] This application provides a hybrid vehicle control method. When the vehicle is detected to be in motion and a preset fault occurs in the power battery, the method controls the first transmission to switch from the current driving gear to a preset voltage control gear, and controls the first motor's speed to reach a target speed. Upon detecting that the motor speed has reached the target speed, the method determines the target motor torque of the first motor and the target engine torque, and then controls the engine to output the target engine torque and the first motor to output the target motor torque, so that the engine drives the first motor to generate electricity. This application embodiment, by controlling the first transmission to switch from the current driving gear to a voltage control gear with a smaller gear ratio when a preset fault occurs in the power battery, on the one hand, allows the first motor to generate electricity at a higher motor speed, ensuring the normal operation of the vehicle's low-voltage components and preventing battery depletion; on the other hand, it allows the vehicle to drive stably at lower speeds, avoiding abnormal acceleration and inconsistent driving feel, thereby effectively improving the user's driving experience. Attached Figure Description

[0056] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a schematic diagram of the steps of a hybrid vehicle control method in one embodiment of this application.

[0058] Figure 2 This is a schematic diagram of the vehicle power system structure in one embodiment of this application.

[0059] Figure 3 This is a schematic diagram of the functional modules of a hybrid vehicle control device according to an embodiment of this application.

[0060] Figure 4 This is a structural schematic diagram of a vehicle according to one embodiment of this application. Detailed Implementation

[0061] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0062] It should be noted that after a serious malfunction occurs in the power battery and the high-voltage relay of the power battery is disconnected, the vehicle will be driven solely by the engine, while the low-voltage components of the vehicle will be powered by the electric storage battery. Since the low-voltage output terminal of the power battery does not output low-voltage electricity to charge the storage battery, even if the storage battery is fully charged, it cannot maintain the normal operation of the low-voltage components for an extended period of time.

[0063] Currently, after the high-voltage relay of the power battery is disconnected, in order to ensure the normal operation of the low-voltage components of the vehicle, the control motor is switched from the driving state to the generating state. This allows the engine to drive the vehicle while the motor directly supplies power to the low-voltage components. However, due to the characteristics of the motor, the motor speed needs to be kept at a relatively high speed, such as above 1500 rpm, in order to stably output high-voltage electricity.

[0064] In related technologies, to maintain stable power generation, motors typically operate at higher speeds. However, high motor speeds can lead to a poor driving experience for the driver. For example, a motor speed of 1500 rpm corresponds to a minimum vehicle speed of only 16 km / h. This means that when the vehicle needs to travel at speeds below 16 km / h, it will be difficult to maintain stable driving at low speeds, resulting in inconsistent drivability and even sudden acceleration.

[0065] To address the issue of abnormal acceleration and inconsistent driving feel that often occur in hybrid vehicles at low speeds when the power battery fails, this application aims to provide a hybrid vehicle control method. By adding a voltage control gear to the first transmission, in the event of a preset power battery fault, the method can control the first transmission to switch from the current driving gear to a voltage control gear with a smaller gear ratio. This not only allows the first motor to generate electricity at a higher motor speed, ensuring the normal operation of the vehicle's low-voltage components, but also enables the vehicle to drive more stably at low speeds, avoiding abnormal acceleration and inconsistent driving feel, thereby effectively improving the user's driving experience.

[0066] Reference Figure 1 This application illustrates a hybrid vehicle control method, which may include the following steps:

[0067] S101: When the vehicle is detected to be in motion and the power battery has a preset fault, the first transmission is controlled to switch from the current driving gear to the preset voltage control gear, and the motor speed of the first motor is controlled to reach the target speed.

[0068] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device with the above functions, such as a vehicle computer or an in-vehicle computer. This embodiment will use an HCU (Hydraulic Control Unit) as the executing entity for description. It should be noted that this embodiment does not impose specific limitations on the executing entity of the vehicle.

[0069] In this embodiment, the preset fault indicates a high-level fault that requires disconnecting the high-voltage relay of the power battery. Specifically, this may include faults such as over-temperature faults, communication failure faults, and sealing / insulation faults. It should be noted that after the high-voltage relay is disconnected, the power battery will be unable to provide power to the motor, requiring the engine to drive the vehicle independently. Furthermore, the power battery will be unable to supply low-voltage components or charge the battery via low-voltage output from its low-voltage terminal.

[0070] In practical implementation, the HCU can use the BMS (Battery Management System) to monitor the fault status of the power battery in real time to determine whether a preset fault has occurred. Specifically, after the BMS detects a preset fault in the power battery, it will send the corresponding fault code to the HCU while controlling the high-voltage relay to disconnect. The HCU then parses the fault code to determine whether the power battery has experienced a preset fault.

[0071] In this embodiment, refer to Figure 2 This diagram illustrates the structure of a vehicle powertrain system provided in an embodiment of this application. A first motor is connected to the first wheel end via a first transmission; the engine is sequentially connected to the second vehicle end via a second engine and a second transmission. It should be noted that the engine and the first motor are located on different drive axles of the vehicle, and correspondingly, the first wheel end and the second vehicle end are located on different drive axles of the vehicle. For example, when the first motor and the first wheel end are located on the rear axle, the engine and the second wheel end are located on the front axle.

[0072] In this embodiment, the first transmission is equipped with a normal driving gear and a voltage control gear. The normal driving gear refers to the gear used by the first transmission when the vehicle is in normal driving condition, i.e., when the power battery does not experience a preset fault. Specifically, it can include multiple vehicle driving gears such as 1st, 2nd, 3rd, and 4th gear. For example, only one driving gear is shown in the figure. The voltage control gear refers to the gear used by the first transmission when the power battery experiences a preset fault and the first motor has a power generation requirement. Specifically, it can be set to one or more voltage control gears with different gear ratios.

[0073] In this embodiment, to ensure that the first motor can generate electricity stably at a higher motor speed, the gear ratio of the voltage control gear will be lower than the gear ratio of any gear in the normal driving gear. Specifically, the gear ratio of the voltage control gear should ensure that, at the first vehicle speed threshold, the speed of the first motor is greater than or equal to the minimum generating speed; wherein, the minimum generating speed represents the lowest speed at which the first motor can perform power generation control.

[0074] For example, the first vehicle speed threshold can be set to 3 km / h, and the minimum power generation speed can be set to 1400 rpm. That is, when the vehicle speed is 3 km / h, the first motor can generate electricity at a motor speed of at least 1400 rpm.

[0075] In this embodiment, the gear ratio of the voltage-controlled gear can be calculated using the following formula:

[0076] I = V / (R × L) (1);

[0077] Where I represents the gear ratio of the voltage control gear, V represents the first vehicle speed threshold, R represents the minimum generating speed of the first motor, and L represents the wheel circumference.

[0078] In this embodiment, after the HCU detects a preset fault in the power battery, it will control the first transmission to switch from the current driving gear to the voltage control gear, and control the motor speed of the first motor to reach the target speed.

[0079] It should be noted that the target speed refers to the motor speed at which the first motor can stably output the target generated voltage. The target generated voltage can be set to 360V, and the target speed can be set to 1500rpm.

[0080] In this embodiment, the HCU controls the first transmission to switch from the current driving gear to a voltage control gear with a smaller gear ratio when a preset fault occurs in the power battery. This enables the first motor to operate at a higher target speed at the same vehicle speed, thereby achieving stable power generation.

[0081] S102: When the motor speed is detected to have reached the target speed, determine the target motor torque of the first motor and the target engine torque of the engine.

[0082] In this embodiment, after the HCU controls the motor speed to increase to the target speed, it will calculate the target motor torque that the first motor needs to output and the target engine torque that the engine needs to output.

[0083] It should be noted that the target motor torque is negative torque, meaning that the first motor can generate electricity by outputting the target motor torque; the target engine torque is positive torque, meaning that the engine can drive the first motor to generate electricity while meeting the vehicle's driving needs by outputting the target engine torque.

[0084] In this embodiment, since the first motor can output a stable generating voltage at low vehicle speeds, there is no need to adjust the engine's idle speed. For example, the HCU can control the engine to run at the default idle speed of 800 rpm. Thus, during vehicle operation, the engine can be allowed to run at a lower idle speed to better adapt to low-speed driving conditions, thereby avoiding abnormal acceleration or jerking caused by a higher engine idle speed.

[0085] S103: Control the engine to output the target engine torque and control the first motor to output the target motor torque so that the engine drives the first motor to generate electricity.

[0086] It should be noted that during the process of the HCU controlling the engine to output the target engine torque and the first motor to output the target motor torque, this target engine torque is applied to the second wheel end to drive the vehicle forward. During vehicle movement, the torque generated by the friction between the first wheel end and the ground is transmitted to the first motor through the first transmission. This torque cancels out the target motor torque output by the first motor, allowing the first motor to maintain the target speed. In other words, a portion of the kinetic energy from the engine driving the vehicle is transmitted to the first motor end through the first wheel end and converted into electrical energy output by the first motor when generating electricity.

[0087] In this embodiment, by adding a voltage control gear to the first transmission, in the event of a preset fault in the power battery, the first transmission can be controlled to switch from the current driving gear to the voltage control gear with a smaller gear ratio, and the engine can be controlled to drive the first motor to generate electricity at a target speed. On the one hand, this allows the first motor to generate electricity stably at a higher motor speed, thereby ensuring the normal operation of the vehicle's low-voltage components and preventing battery depletion. On the other hand, since the gear ratio of the voltage control gear is lower than that of the current driving gear, the vehicle can drive stably at lower speeds, effectively avoiding abnormal acceleration and inconsistent driving feel at low speeds, thus effectively improving the user's driving experience.

[0088] In one feasible implementation, S102 may specifically include the following sub-steps:

[0089] S102-1: Determine the target motor torque based on the current generating voltage and target generating voltage of the first motor.

[0090] It should be noted that when the first motor operates under the same working conditions, the absolute value of the motor torque output by the first motor is positively correlated with the generator voltage. That is, the larger the absolute value of the target motor torque output by the motor, the larger the current generator voltage.

[0091] In the specific implementation, after the HCU detects that the motor speed has reached the target speed, it sends the target generated voltage to the motor controller. During the process of controlling the first motor to generate electricity, the motor controller will obtain the current generated voltage fed back by the first motor in real time. Then, based on the difference between the target generated voltage and the current generated voltage, the motor controller calculates the target motor torque of the first motor through a preset PI (Proportional Integral) control strategy, and controls the output torque of the first motor according to the target motor torque.

[0092] In this embodiment, by using the target generated voltage as the control target and employing a PI control strategy to adjust the torque of the first motor, the first motor can stably output the target generated voltage.

[0093] S102-2: Determine the driver's required torque, and based on the driver's required torque and the target motor torque, determine the target engine torque.

[0094] It should be noted that the driver's required torque is calculated based on the accelerator pedal triggered by the driver and is used to characterize the driving torque that the driver expects the vehicle's powertrain output to deliver.

[0095] In practical implementation, since the target motor torque is negative, the sum of the absolute value of the target motor torque and the torque value required by the driver can be determined as the target engine torque. In other words, the target engine torque is greater than the torque required by the driver, and the portion exceeding the required torque is used to drive the first motor to generate electricity. Thus, by outputting the target engine torque, the engine can simultaneously meet the vehicle's driving needs and the power generation needs of the first motor, thereby ensuring that the driver's driving experience remains consistent.

[0096] In one feasible implementation, prior to the step of controlling the first motor to output the target motor torque in S103, the hybrid vehicle control method may specifically include the following sub-steps:

[0097] S201: Obtain the current control mode of the first motor.

[0098] It should be noted that, to ensure the first motor can meet diverse usage requirements, different control modes will be configured based on its intended application. For example, when the first motor needs to output torque to drive the vehicle, it will switch to torque control mode; while when it is used for power generation, it will switch to voltage control mode. It should also be noted that the motor may have other control modes, such as speed control mode.

[0099] In this embodiment, in order to enable the first motor to stably output the target generating voltage to meet the working requirements of the low-voltage components and / or the charging requirements of the battery, the HCU will obtain the current control mode of the first motor before controlling the first motor to output the target motor torque, so as to determine whether it is necessary to switch the control mode.

[0100] S202: If the current control mode is not voltage control mode, control the first motor to switch from the current control mode to voltage control mode.

[0101] In the specific implementation, after the HCU detects that the current control mode of the first motor is not the voltage control mode, it will send a mode switching request to the first motor control so that the first motor control responds to the mode switching request and switches the first motor from the current control mode to the voltage control mode.

[0102] In this embodiment, by switching the first motor to voltage control mode in advance, the first motor can output a more stable voltage when it performs power generation operation, thereby achieving a stable power supply to low-voltage components and the battery.

[0103] In one feasible implementation, after the step of controlling the first motor to output the target motor torque in S103, the hybrid vehicle control method may specifically include the following sub-steps:

[0104] S301: Get the current remaining battery power.

[0105] In this embodiment, to ensure that the battery maintains a high remaining charge, the HCU will obtain the battery's SOC (State of Charge, also known as remaining charge) through the BMS to determine whether the battery has a charging requirement.

[0106] S302: When the current remaining power is less than the remaining power threshold, control the first motor to charge the battery and supply power to the low-voltage components of the vehicle.

[0107] In this embodiment, the remaining power threshold can be set to 70%. That is, when the current remaining power is detected to be less than 70%, the battery is considered to be in a low power state, and the battery needs to be charged.

[0108] In this embodiment, when the HCU detects that the current remaining power is less than the remaining power threshold, it will charge the battery while controlling the first motor to supply power to the low-voltage components of the vehicle.

[0109] In this embodiment, a DC-DC step-down module is provided between the first motor and the battery. This DC-DC step-down module can be a DC-DC converter, with its voltage input terminal connected to the motor's output terminal and its voltage output terminal connected to the battery's input terminal. The HCU controls the DC-DC converter to perform a step-down operation, reducing the first preset voltage to a low DC voltage suitable for charging the battery, thus ensuring the battery's charging safety.

[0110] In practice, to improve the charging efficiency of the battery, the HCU controls the first motor to output the target generating voltage to the DC step-down module, and controls the DC step-down module to step down the target generating voltage and output the target charging voltage to charge the battery.

[0111] It should be noted that the target charging voltage is greater than the default charging voltage of the battery when the power battery does not experience a preset fault. For example, if the default charging voltage is 14.1V, the second preset voltage can be set to 14.8V.

[0112] Furthermore, the target charging voltage can also be calculated based on the default charging voltage and a preset charging efficiency ratio. Specifically, let the charging efficiency ratio be p, then the target charging voltage = default charging voltage × (1 + p). Here, the charging efficiency ratio is a value greater than 1, used to represent the maximum allowable ratio of battery charging voltage fluctuations, and this charging efficiency ratio can decrease as the current battery voltage increases.

[0113] In this embodiment, by controlling the DC buck module to output the target charging voltage to charge the battery, the charging efficiency of the battery can be effectively improved while ensuring the charging safety of the battery.

[0114] S303: When the current remaining power is greater than or equal to the remaining power threshold, control the first motor to supply power to the low-voltage components of the vehicle.

[0115] In this embodiment, when the current remaining battery power is detected to be ≥70%, the battery is considered to be in a high-charge state, meaning there is no need for charging. At this time, the HCU will not perform a charging operation on the battery, but only needs to control the first motor to supply power to the low-voltage components of the vehicle.

[0116] In one feasible implementation, after the step of controlling the first transmission to switch to a preset voltage control gear in S101, the hybrid vehicle control method may specifically include the following sub-steps:

[0117] S401: If the preset fault is detected to have disappeared, control the first transmission to switch from the voltage-controlled gear to the target driving gear.

[0118] In this embodiment, considering that after a preset fault occurs in the power battery, a preset fault repair strategy can be used to repair the fault and eliminate the preset fault, the HCU will control the first transmission to switch from the voltage control gear to the target driving gear after detecting that the preset fault of the power battery has disappeared, so as to meet the normal driving needs of the vehicle.

[0119] In the specific implementation, the HCU will obtain the vehicle's current speed and, based on the current speed, match a suitable target gear for the first transmission in the normal driving gears of the first transmission to ensure that the first transmission can smoothly complete the shifting operation.

[0120] S402: Based on the driver's required torque and the preset torque distribution strategy, determine the first drive torque of the engine and the second drive torque of the first motor.

[0121] It should be noted that, unlike the target motor which has a negative torque, the second drive torque of the first motor is a positive torque, used to work with the engine to drive the vehicle.

[0122] In this embodiment, the torque distribution strategy is used to allocate torque distribution ratios to the front and rear axles of the vehicle according to the vehicle's driving conditions. Specifically, this torque distribution ratio includes a front axle torque distribution ratio and a rear axle torque distribution ratio, wherein the sum of the front axle torque distribution ratio and the rear axle torque distribution ratio is 1.

[0123] For example, if the engine is located on the front axle of the vehicle and the first motor is located on the rear axle of the vehicle, the first drive torque of the engine can be determined based on the driver's required torque and the torque distribution ratio of the front axle; and the second drive torque of the first motor can be determined based on the driver's required torque and the torque distribution ratio of the rear axle.

[0124] S403: Controls the engine to output a first drive torque and controls the first motor to output a second drive torque, so that the engine and the first motor drive the vehicle.

[0125] In this embodiment, to avoid sudden torque changes that could affect the vehicle's driving stability, the HCU controls the engine's output torque to gradually decrease from the target engine torque to the first drive torque according to a preset torque change gradient; simultaneously, it controls the first motor's output torque to gradually increase from the target motor torque to the second drive torque according to the torque change gradient. Here, the torque change gradient represents the magnitude of torque change per unit time.

[0126] In this embodiment, after the preset fault disappears, the first transmission is controlled to switch from the voltage control gear to the target driving gear, so that the first motor can smoothly switch from the power generation state to the driving state, which not only meets the driving needs of the vehicle, but also effectively ensures the driving stability of the vehicle.

[0127] In one feasible implementation, the hybrid vehicle control method may specifically include the following steps:

[0128] S501: When the vehicle is detected to switch from a driving state to a stopped state, the second transmission is controlled to switch to neutral.

[0129] In this embodiment, if the HCU detects that the power battery still has a preset fault after the vehicle is stopped, in order to ensure the use of low-voltage components in the parking state, the HCU will control the first motor to stop running and drive the second motor to continue generating electricity.

[0130] In this embodiment, the HCU will first control the second transmission to switch to neutral to avoid the torque output by the engine being transmitted to the second vehicle, which could cause abnormal vehicle start-up.

[0131] S502: When it is detected that the second transmission has been switched to neutral, the engine is controlled to run at the target idle speed so that the engine drives the second motor to generate electricity.

[0132] In this embodiment, unlike the engine and the first motor which are located on different axles of the vehicle, the engine and the second motor are connected and installed on the same axle of the vehicle. In this way, the engine can directly output torque to the second motor to drive the second motor to generate electricity.

[0133] It should be noted that the second transmission and the second motor can be connected in series or in parallel. This embodiment does not impose specific restrictions on the architecture between the engine, the second transmission, and the second motor.

[0134] In one example, continue to refer to Figure 2 The second motor can be a P2 motor, and the engine is connected to the second wheel end in sequence through the second motor and the second transmission. By equipping one or two clutches between the engine and the transmission, different functions of the second motor can be realized. For example, by setting a clutch between the second motor and the second transmission, the engine can drive the second motor independently to generate electricity.

[0135] In another example, the second motor can be an integrated starter and generator such as an ISG (Integrated Starter and Generator) or a BSG (Belt-Driven Starter Generator). In this case, the second motor is not connected to the second transmission, but is directly connected to the crankshaft of the engine, and has the dual functions of starting the engine and generating electricity.

[0136] It should be noted that the electrical energy generated by the second motor can both charge the battery and power the low-voltage components of the vehicle. For details, please refer to the steps in S301 to S303, which will not be repeated here.

[0137] In this embodiment, in order to ensure that the second motor can output a stable target generating voltage, the HCU will control the engine to run at a target idle speed, which is greater than the engine's default idle speed when the power battery does not have a preset fault. In this way, the second motor can run at a higher speed. For example, the engine can be controlled to drive the second motor to stably output a voltage of 360V at a target idle speed of 1500rpm.

[0138] In this embodiment, by controlling the engine to drive the first motor to generate electricity when the vehicle is in motion, and controlling the engine to drive the second motor to generate electricity when the vehicle is stationary, the vehicle can effectively meet the working requirements of the low-voltage components and the charging requirements of the battery in different vehicle states, thereby effectively improving the user experience.

[0139] Secondly, based on the same inventive concept, and referring to... Figure 3This application provides a hybrid vehicle control device 300, which includes:

[0140] The gear shifting module 301 is used to control the first transmission to switch from the current driving gear to a preset voltage control gear when the vehicle is detected to be in driving mode and the power battery has a preset fault, and to control the motor speed of the first motor to reach the target speed; wherein, the first motor is connected to the first wheel end through the first transmission, and the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear.

[0141] The torque determination module 302 is used to determine the target motor torque of the first motor and the target engine torque of the engine when the motor speed is detected to have reached the target speed.

[0142] The power generation control module 303 is used to control the engine to output the target engine torque and control the first motor to output the target motor torque, so that the engine drives the first motor to generate electricity; the engine and the first motor are located on different drive axles of the vehicle.

[0143] In one embodiment of this application, the torque determination module 302:

[0144] The first torque determination submodule is used to determine the target motor torque based on the current generating voltage and the target generating voltage of the first motor.

[0145] The second torque determination submodule is used to determine the driver's required torque and, based on the driver's required torque and the target motor torque, to determine the target engine torque.

[0146] In one embodiment of this application, the hybrid vehicle control device 300 further includes:

[0147] The control mode acquisition module is used to acquire the current control mode of the first motor;

[0148] The control mode switching module is used to control the first motor to switch from the current control mode to the voltage control mode when the current control mode is not the voltage control mode.

[0149] In one embodiment of this application, the hybrid vehicle control device 300 further includes:

[0150] The power acquisition module is used to obtain the current remaining power of the battery;

[0151] The first power supply module is used to control the first motor to charge the battery and supply power to the low-voltage components of the vehicle when the current remaining power is less than the remaining power threshold.

[0152] The second power supply module is used to control the first motor to supply power to the low-voltage components of the vehicle when the current remaining power is greater than or equal to the remaining power threshold.

[0153] In one embodiment of this application, the first power supply module includes:

[0154] The charging control submodule is used to control the first motor to output the target generating voltage to the DC step-down module, and to control the DC step-down module to step down the target generating voltage and output the target charging voltage to charge the battery; wherein, the target charging voltage is greater than the default charging voltage of the battery when the power battery does not have a preset fault.

[0155] In one embodiment of this application, the hybrid vehicle control device 300 further includes:

[0156] The second gear shifting module is used to control the first transmission to switch from the voltage-controlled gear to the target driving gear when the preset fault is detected to have disappeared.

[0157] A drive torque determination module is used to determine the first drive torque of the engine and the second drive torque of the first electric motor based on the driver's required torque and a preset torque distribution strategy.

[0158] The drive control module is used to control the engine to output a first drive torque and control the first motor to output a second drive torque, so that the engine and the first motor drive the vehicle.

[0159] In one embodiment of this application, the hybrid vehicle control device 300 further includes:

[0160] The third gear shifting module is used to control the second transmission to shift to neutral when the vehicle is detected to switch from a driving state to a stopped state; wherein the engine is connected to the second wheel end through the second transmission;

[0161] The second power generation control module is used to control the engine to run at a target idle speed when the second transmission is detected to have shifted to neutral, so that the engine drives the second motor to generate electricity; wherein the engine is connected to the second motor.

[0162] It should be noted that the specific implementation of the hybrid vehicle control device 300 in this application embodiment refers to the specific implementation of the hybrid vehicle control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0163] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the hybrid vehicle control method proposed in the first aspect of this application.

[0164] It should be noted that the specific implementation of the storage medium in the embodiments of this application refers to the specific implementation of the hybrid vehicle control method proposed in the first aspect of this application, and will not be repeated here.

[0165] Thirdly, based on the same inventive concept, embodiments of this application provide a vehicle 400, including a processor 401 and a memory 402; the memory 402 stores machine-executable instructions that can be executed by the processor 401, and the processor 401 is used to execute the machine-executable instructions to implement the hybrid vehicle control method proposed in the first aspect of this application.

[0166] It should be noted that the specific implementation of the vehicle 400 in this application embodiment refers to the specific implementation of the hybrid vehicle control method proposed in the first aspect of this application, and will not be repeated here.

[0167] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0168] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0169] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0170] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0171] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0172] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0173] The present invention provides a detailed description of a hybrid vehicle control method, device, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A hybrid vehicle control method, characterized in that, The method includes: When the vehicle is detected to be in motion and the power battery has a preset fault, the first transmission is controlled to switch from the current driving gear to a preset voltage control gear, and the motor speed of the first motor is controlled to reach the target speed; wherein, the first motor is connected to the first wheel end through the first transmission, and the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear. If the motor speed is detected to have reached the target speed, the target motor torque of the first motor and the target engine torque of the engine are determined. The engine is controlled to output the target engine torque, and the first motor is controlled to output the target motor torque, so that the engine drives the first motor to generate electricity; the engine and the first motor are respectively located on different drive axles of the vehicle; Wherein, the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear, including: the gear ratio of the voltage control gear should ensure that when the vehicle speed is at a first vehicle speed threshold, the speed of the first motor is greater than or equal to the minimum generating speed; wherein, the minimum generating speed is the lowest speed at which the first motor can perform generating control.

2. The hybrid vehicle control method according to claim 1, characterized in that, The steps for determining the target engine torque and the target motor torque of the first motor include: The target motor torque is determined based on the current generating voltage and the target generating voltage of the first motor; Determine the driver's required torque, and based on the driver's required torque and the target motor torque, determine the target engine torque.

3. The hybrid vehicle control method according to claim 1, characterized in that, Before the step of controlling the first motor to output the target motor torque, the method further includes: Obtain the current control mode of the first motor; If the current control mode is not the voltage control mode, control the first motor to switch from the current control mode to the voltage control mode.

4. The hybrid vehicle control method according to claim 1, characterized in that, After the step of controlling the first motor to output the target motor torque, the method further includes: Get the current remaining battery power; If the current remaining power is less than the remaining power threshold, the first motor is controlled to charge the battery and supply power to the low-voltage components of the vehicle. If the current remaining power is greater than or equal to the remaining power threshold, the first motor is controlled to supply power to the low-voltage components of the vehicle.

5. The hybrid vehicle control method according to claim 4, characterized in that, The step of controlling the first motor to charge the battery includes: The first motor is controlled to output a target generating voltage to the DC step-down module, and the DC step-down module is controlled to step down the target generating voltage to output a target charging voltage to charge the battery; wherein the target charging voltage is greater than the default charging voltage of the battery when the power battery does not experience the preset fault.

6. The hybrid vehicle control method according to claim 1, characterized in that, After the step of controlling the first transmission to switch to a preset voltage-controlled gear, the method further includes: If the preset fault is detected to have disappeared, the first transmission is controlled to switch from the voltage-controlled gear to the target driving gear; Based on the driver's required torque and a preset torque distribution strategy, the first drive torque of the engine and the second drive torque of the first motor are determined. The engine is controlled to output the first driving torque, and the first motor is controlled to output the second driving torque, so that the engine and the first motor drive the vehicle.

7. The hybrid vehicle control method according to claim 1, characterized in that, The method further includes: When the vehicle is detected to switch from the driving state to the stopped state, the second transmission is controlled to switch to neutral; wherein the engine is connected to the second wheel end through the second transmission; When it is detected that the second transmission has been shifted to neutral, the engine is controlled to run at a target idle speed so that the engine drives the second motor to generate electricity; wherein the engine is connected to the second motor.

8. A hybrid vehicle control device, characterized in that, The device includes: The gear shifting module is used to control the first transmission to switch from the current driving gear to a preset voltage control gear when the vehicle is detected to be in motion and the power battery has a preset fault, and to control the motor speed of the first motor to reach the target speed; wherein, the first motor is connected to the first wheel end through the first transmission, and the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear. A torque determination module is used to determine the target motor torque of the first motor and the target engine torque of the engine when the motor speed is detected to have reached the target speed. A power generation control module is used to control the engine to output the target engine torque and to control the first motor to output the target motor torque, so that the engine drives the first motor to generate electricity; the engine and the first motor are respectively located on different drive axles of the vehicle; Wherein, the gear ratio of the voltage control gear is less than the gear ratio of the current driving gear, including: the gear ratio of the voltage control gear should ensure that when the vehicle speed is at a first vehicle speed threshold, the speed of the first motor is greater than or equal to the minimum generating speed; wherein, the minimum generating speed is the lowest speed at which the first motor can perform generating control.

9. A storage medium, characterized in that, The storage medium stores machine-executable instructions, which, when executed by a processor, implement the hybrid vehicle control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, It includes a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor, the processor executing the machine-executable instructions to implement the hybrid vehicle control method as described in any one of claims 1-7.

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