Control method, device and storage medium of vehicle

Abstract

The application discloses a control method and device of a vehicle and a storage medium, and belongs to the technical field of vehicle control. The method comprises the following steps: in response to the fault level being a target level and the first detection result indicating that the engine and the ISG motor are in a series working mode, setting the charging target power of the power battery connected in the high-voltage loop to 0, and performing speed closed-loop control on the ISG motor with a speed threshold value as a target speed; in response to the actual torque of the engine being less than 0 and the direct-current bus current being less than a current threshold value, controlling the power battery to be disconnected from the high-voltage loop, performing speed closed-loop control on the engine and voltage closed-loop control on the ISG motor; and supplying power to the traction motor (TM) motor by the ISG motor. The DC bus voltage can be stabilized in the case that the power battery is disconnected, so that the TM motor can stably drive the vehicle to safely travel in the case that the power battery fails.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control technology, and in particular to a vehicle control method, device, and storage medium. Background Art

[0002] If a power battery failure occurs during operation of an extended-range vehicle, it can impact driving safety. In particular, a level 3 power battery failure can cause DC bus voltage instability, leading to damage or malfunction of high-voltage components, compromising driving safety.

[0003] Related technologies employ the addition of a backup power storage system to replace the power battery in the event of a power battery failure, ensuring safe driving for a short period of time. This increases system complexity and vehicle cost. Therefore, the challenge remains to ensure safe operation of extended-range vehicles in the event of a power battery failure while managing system complexity and vehicle cost. Summary of the Invention

[0004] The present invention provides a vehicle control method, device, and storage medium that can be used to control the complexity of the system and the cost of the vehicle while ensuring the driving safety of an extended-range vehicle when a power battery fails. The technical solution is as follows:

[0005] In one aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0006] In response to a power battery failure of the vehicle, reading a failure level of the power battery;

[0007] In response to the fault level being a target level, obtaining a first detection result, the first detection result being used to indicate whether an operating mode of the engine and the ISG motor of the vehicle is a series operating mode;

[0008] In response to the first detection result indicating that the operating mode of the engine and the ISG motor is a series operating mode, setting the charging target power of the power battery connected to the high-voltage circuit to 0, so that the actual torque of the engine gradually decreases, and performing closed-loop speed control on the ISG motor with a speed threshold as the target speed;

[0009] detecting the actual torque of the engine and the current value of the DC bus in the high-voltage circuit, wherein the DC bus is used to connect the power battery and the ISG motor;

[0010] In response to the actual torque of the engine being less than 0 and the DC bus current being less than a current threshold, disconnecting the power battery from the high-voltage circuit, performing closed-loop speed control on the engine, and performing closed-loop voltage control on the ISG motor;

[0011] The ISG motor supplies power to a TM motor (Traction Motor), which is used to drive the vehicle.

[0012] In another aspect, a vehicle control device is provided, the device comprising:

[0013] a reading module, configured to read a fault level of the power battery in response to a fault occurring in the power battery of the vehicle;

[0014] an acquisition module, configured to acquire a first detection result in response to the fault level being a target level, the first detection result being used to indicate whether an operating mode of the engine and the ISG motor of the vehicle is a series operating mode;

[0015] a setting module, configured to, in response to the first detection result indicating that the operating mode of the engine and the ISG motor is a series operating mode, set the charging target power of the power battery connected to the high-voltage circuit to 0, so that the actual torque of the engine gradually decreases, and perform closed-loop speed control on the ISG motor with a speed threshold as a target speed;

[0016] a detection module, configured to detect the actual torque of the engine and the current value of a DC bus in the high-voltage circuit, the DC bus being used to connect the power battery and the ISG motor;

[0017] a control module, configured to, in response to the actual torque of the engine being less than 0 and the DC bus current being less than a current threshold, control the power battery to be disconnected from the high-voltage circuit, perform closed-loop speed control on the engine, and perform closed-loop voltage control on the ISG motor;

[0018] A power supply module is used to supply power to the TM motor via the ISG motor, and the TM motor is used to drive the vehicle.

[0019] On the other hand, a non-temporary computer-readable storage medium is also provided, in which at least one computer program is stored. The at least one computer program is loaded and executed by a processor so that the computer implements any of the above-mentioned vehicle control methods.

[0020] On the other hand, a computer program product is also provided, which includes computer instructions, and when the computer instructions are executed by a processor, the steps of any of the above-mentioned vehicle control methods are implemented.

[0021] The technical solution provided by this application brings at least the following beneficial effects:

[0022] This application ensures that the vehicle's engine and ISG (Integrated Starter Generator) operate in series mode when a target level fault occurs in the vehicle's power battery. The target charging power of the power battery is then set to 0, gradually reducing the actual engine torque. This prevents excessive engine torque from causing excessive engine speed, potentially affecting safe driving, when the power battery's charging and discharging capabilities are affected by a fault.

[0023] When the engine's actual torque is less than 0 and the DC bus current is less than the current threshold, the power battery is disconnected from the high-voltage circuit. This prevents the relay from tripping when the engine's actual torque and DC bus current are too high, which could cause instability in the entire power system and ensures safe operation when the power battery is disconnected. Simultaneously with the power battery disconnection, the engine is controlled to enter speed closed-loop control mode, and the ISG motor is controlled to enter voltage closed-loop control mode. This ensures that the DC bus voltage remains stable even when the power battery is disconnected, thus ensuring that the TM motor can still stably drive the vehicle safely in the event of a power battery failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0025] Figure 1 This is a schematic diagram of an implementation environment provided by an embodiment of the present application;

[0026] Figure 2 This is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0027] Figure 3 This is a schematic diagram of the control software structure of a vehicle provided in an embodiment of the present application;

[0028] Figure 4 This is a schematic diagram of a vehicle control software flow provided by an embodiment of the present application;

[0029] Figure 5 This is a control logic diagram of a vehicle provided in an embodiment of the present application;

[0030] Figure 6 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0032] This application embodiment provides a vehicle control method, please refer to Figure 1 , which shows a schematic diagram of the implementation environment of the method provided in the embodiment of the present application. The implementation environment may include: HCU (Hybrid Control Unit) 11, BMS (Battery Management System) 12, EMS (Engine Management System) 13, engine 14, ISG motor 15, TM motor 16, wheel 17, power battery 18, DC bus 19 and MCU (Motor Control Unit) 20.

[0033] Optionally, in response to a fault in the vehicle's power battery 18, the HCU 11 reads the fault level of the power battery 18 through the BMS 12. In response to the fault level being the target level, the HCU 11 obtains a first detection result indicating whether the vehicle's engine 14 and ISG motor 15 are operating in series. In response to the first detection result indicating that the engine 14 and ISG motor 15 are operating in series, the HCU 11 sets the target charging power of the power battery 18 connected to the high-voltage circuit to 0, gradually reducing the actual torque of the engine 14. Furthermore, the MCU 20 performs closed-loop speed control on the ISG motor 15, using the speed threshold as the target speed.

[0034] Exemplarily, the HCU 11 detects the actual torque of the engine 14 through the EMS 13. And the HCU 11 detects the current value of the DC bus 19 in the high-voltage circuit, where the DC bus 19 is used to connect the power battery 18 and the ISG motor 15. In response to the actual torque of the engine 14 being less than 0 and the DC bus current being less than a current threshold, the HCU 11 controls the power battery 18 to be disconnected from the high-voltage circuit, and controls the engine 14 through the EMS 13 in a speed closed loop. And the HCU 11 controls the ISG motor 15 in a voltage closed loop through the MCU 20. The HCU 11 supplies power to the TM motor 16 through the ISG motor 15, where the TM motor 16 is used to drive the vehicle 17, and the TM motor 16 and the ISG motor 15 are both controlled by the MCU 20. Optionally, the HCU 11, the BMS 12, the EMS 13, the engine 14, the ISG motor 15, the TM motor 16, the vehicle 17, the power battery 18, the DC bus 19 and the MCU 20 are connected in communication through a wired or wireless network.

[0035] Based on the above Figure 1 The embodiment of the present application provides a control method of a vehicle as shown in the embodiment of the present application. Figure 2 The method is taken as an example applied to the HCU, and the method comprises steps 201-206.

[0036] In step 201, in response to the power battery of the vehicle being faulty, the HCU reads the fault level of the power battery.

[0037] Exemplarily, the HCU reads the battery status of the power battery from the BMS through the bus, where the battery status of the power battery comprises whether the power battery is faulty and the fault content. Exemplarily, in response to the power battery of the vehicle being faulty, the HCU reads the fault level of the power battery, comprising that the HCU compares the fault content read from the BMS with the fault content corresponding to each fault level set in advance to determine the fault level of the power battery.

[0038] In a possible implementation, the BMS checks whether the power battery is faulty and the fault content, and the checking content involves at least one of the checking of the voltage, temperature, charging rate, discharging rate, charging capability and discharging capability of the power battery. Optionally, the HCU can read the battery status of the power battery from the BMS through the CAN bus.

[0039] Optionally, the fault level of the power battery comprises a first-level fault, a second-level fault and a third-level fault, where the severity of the third-level fault is greater than that of the second-level fault, and the severity of the second-level fault is greater than that of the first-level fault.

[0040] For example, a pre-set Level 1 fault corresponds to a slight degradation in power battery performance, such as abnormal power battery voltage, excessively high or low temperature. A pre-set Level 2 fault corresponds to a problem where power battery functionality is affected, such as a reduction in power output or charging suspension caused by the power battery's charging or discharging rate. A pre-set Level 3 fault corresponds to a loss of most power battery functionality, such as a loss of most of the power battery's charging and discharging capabilities, leaving it with only a limited discharge capacity.

[0041] In step 202 , in response to the fault level being the target level, a first detection result is obtained, where the first detection result is used to indicate whether the operating mode of the engine and the ISG motor of the vehicle is a series operating mode.

[0042] In one possible implementation, the target level can be set as a level three fault. In response to the fault level being the target level, the HCU obtains a first detection result, wherein the first detection result is used to indicate whether the operating mode of the vehicle's engine and ISG motor is a series operating mode.

[0043] Exemplarily, obtaining the first detection result includes: the HCU detecting a connection method between the ISG motor and the engine. If the engine and ISG motor are connected in series and then connected to the wheels via the TM motor, the first detection result indicates that the engine and ISG motor are in a series operating mode. If the engine and ISG motor are not connected in series and then connected to the wheels via the TM motor, or if the engine is not started, the first detection result indicates that the engine and ISG motor are not in a series operating mode.

[0044] In step 203, in response to the first detection result indicating that the operating mode of the vehicle's engine and ISG motor is a series operating mode, the HCU sets the charging target power of the power battery connected to the high-voltage circuit to 0, so that the actual torque of the engine gradually decreases, and performs closed-loop speed control on the ISG motor with the speed threshold as the target speed.

[0045] In one possible implementation, upon determining that the first detection result indicates the vehicle's engine and ISG motor are operating in series, the HCU sets the target charging power of the power battery connected to the high-voltage circuit to 0, indicating that the power battery is no longer receiving energy from the engine, thereby causing the engine's actual torque to gradually decrease. At this point, the range extender's speed is controlled by the HCU through closed-loop speed control of the ISG motor. For example, the HCU can set the ISG motor's target speed to 1500 rpm via the MCU. The range extender includes the engine and ISG motor, and its speed is used to drive the TM motor, which in turn drives the wheels.

[0046] By setting the target charging power of the power battery to 0, the actual torque of the engine is gradually reduced, avoiding the situation where the actual torque of the engine is too high and the engine speed is too high when the power battery's charging and discharging capabilities are affected by a fault, thus affecting the safe driving of the vehicle.

[0047] In another possible implementation, in response to the first detection result indicating that the operating mode of the engine and ISG motor is not a series operating mode, a second detection result is obtained, and the second detection result is used to indicate whether the operating mode of the engine and ISG motor is a parallel operating mode; in response to the second detection result indicating that the operating mode of the engine and ISG motor is a parallel operating mode, the operating mode of the engine and ISG motor is switched to a series operating mode.

[0048] Optionally, when it is determined that a detection result indicates that the operating mode of the engine and ISG motor is not a series operating mode, a second detection result is obtained, including: if the engine and ISG motor are connected to the wheels at the same time, the second detection result indicates that the operating mode of the engine and ISG motor is a parallel operating mode; if the connection mode of the engine and ISG motor is not that the engine and ISG motor are connected to the wheels at the same time, or the engine is not started, the second detection result indicates that the operating mode of the engine and ISG motor is not a parallel operating mode.

[0049] For example, after determining the second detection result, if the second detection result indicates that the operating mode of the engine and ISG motor is a parallel operating mode, the operating mode of the engine and ISG motor is controlled to be switched to a series operating mode. Optionally, the operating mode of the engine and ISG motor can be switched from a parallel operating mode to a series operating mode by changing the connection method between the engine and ISG motor and the TM motor and the vehicle.

[0050] In another possible implementation, in response to the second detection result indicating that the operating mode of the engine and the ISG motor is not the parallel operating mode, the engine is controlled to start at low power. Alternatively, if the second detection result indicates that the operating mode of the engine and the ISG motor is not the parallel operating mode or the series operating mode, it is indicated that the engine has not started because the power battery has lost most of its charge and discharge capacity. Controlling the engine to start at low power includes: controlling the ISG motor to provide kinetic energy to the engine so that the engine speed reaches a minimum speed that can maintain fuel injection and ignition; and in response to the engine speed reaching the minimum speed that can maintain fuel injection and ignition, controlling the engine to inject fuel and ignite.

[0051] For example, the HCU controls the BMS to temporarily override the power usage limit in a Level 3 fault scenario, supplying a low level of power (e.g., 5 kilowatts) to the ISG motor from the power battery. This small amount of power from the power battery is then converted into kinetic energy and transmitted to the engine, allowing the engine speed to reach the minimum required for sustained fuel injection and ignition. Once the engine speed reaches this minimum, the HCU controls the engine fuel injection and ignition through the EMS, completing the engine start.

[0052] In step 204 , the HCU detects the actual torque of the engine and the current value of the DC bus in the high-voltage circuit, where the DC bus is used to connect the power battery and the ISG motor.

[0053] For example, as the actual engine torque begins to decrease, the HCU detects the actual engine torque and the current value of the DC bus in the high-voltage circuit. The DC bus is used to connect the power battery and the ISG motor. In one possible implementation, the HCU can obtain the actual engine torque from the EMS via the CAN bus and obtain the DC bus current value using a current sensor installed on the DC bus.

[0054] By checking the actual torque of the engine and the current of the DC bus, it is convenient to choose a more stable time to disconnect the relay later, so as to avoid disconnecting the relay when the actual torque of the engine and the current of the DC bus are too high, which will cause instability of the entire power system.

[0055] In step 205 , in response to the actual torque of the engine being less than 0 and the DC bus current being less than the current threshold, the HCU controls the power battery to be disconnected from the high-voltage circuit, performs closed-loop speed control on the engine, and performs closed-loop voltage control on the ISG motor.

[0056] Optionally, after obtaining the actual torque of the engine and the current of the DC bus, if the actual torque of the engine is less than 0 and the current of the DC bus is less than the current threshold, the power battery is controlled to be disconnected from the high-voltage circuit, including: the HCU disconnects the power battery from the high-voltage circuit by controlling the relay, thereby cutting off the connection between the power battery and the external high-voltage circuit, avoiding damage to the power battery due to overcharging or over-discharging when most of the charging and discharging capabilities are lost.

[0057] For example, while the relay is disconnected, the engine speed is controlled in closed-loop mode, and the ISG motor is controlled in closed-loop mode. This includes: the HCU controls the engine speed in closed-loop mode via the EMS, where the engine's closed-loop target speed can be set empirically. Furthermore, the HCU controls the ISG motor from closed-loop speed control to an idle state. After the relay is disconnected, the HCU controls the ISG motor to enter closed-loop voltage control to maintain the high-voltage circuit voltage. The closed-loop target voltage of the ISG motor can be set to 325V.

[0058] After the relay is disconnected, causing the power battery to be disconnected from the high-voltage circuit, the engine is in speed closed-loop control mode and the ISG motor is in voltage closed-loop control mode. This allows the high-voltage circuit to still ensure the stability of the DC bus voltage when the power battery is disconnected, ensuring the relative stability of the power system, thereby ensuring that the TM motor can still stably drive the vehicle safely in the event of a power battery failure.

[0059] In step 206 , the HCU supplies power to the TM motor via the ISG motor, and the TM motor is used to drive the vehicle.

[0060] In one possible implementation, when the engine is under speed closed-loop control and the ISG motor is under voltage closed-loop control, the HCU supplies power to the main drive motor (TM) via the ISG motor, where the TM motor is used to drive the vehicle. For example, to ensure normal vehicle operation within a short period of time, the HCU may need to impose the following restrictions on the power distribution of the powertrain during vehicle driving: when performing voltage closed-loop control on the ISG motor, the HCU limits the maximum power consumption of the ISG motor to 5 kilowatts and the minimum regenerative power to -20 kilowatts. When powering the TM motor via the ISG motor, the minimum regenerative power of the TM motor is limited to 0, and the maximum power consumption of the TM motor is limited to the sum of the generated power of the ISG motor and an offset value.

[0061] Optionally, the ISG motor's generated power is equal to the ISG motor's rated power multiplied by its efficiency. An offset value represents the energy consumption of the BMS, other power systems, and other ancillary equipment, and can be determined experimentally. For example, the TM motor's minimum regenerative power is limited to 0, thereby disabling the range extender's regenerative function on the TM motor and preventing excessive DC bus voltage from impacting powertrain stability.

[0062] In one possible implementation, the HCU can send the actual power consumption value of the ISG motor to the EMS. After receiving the actual power consumption value of the ISG motor, the EMS adjusts the engine's closed-loop target speed based on the actual power consumption value of the ISG motor when controlling the engine for closed-loop speed control, thereby making the closed-loop target speed setting of the engine more accurate. The HCU can control the MCU to send the actual power consumption value of the TM motor to the ISG motor. The ISG motor adjusts the closed-loop target voltage of the ISG motor based on the actual power consumption value of the TM motor, thereby making the closed-loop target voltage setting of the ISG motor more accurate.

[0063] Optionally, how to adjust the closed-loop target speed of the engine based on the actual power consumption value of the ISG motor, and how to adjust the closed-loop target voltage of the ISG motor based on the actual power consumption value of the TM motor can be preset based on experiments and experience.

[0064] Combining the above methods, Figure 3 The control software structure diagram of a vehicle provided in an embodiment of the present application is used as an example for illustration. The execution subject may be the HCU. The input module 301 is used to obtain the required input signals, including but not limited to the fault level of the power battery, the actual torque of the engine, the current value of the DC bus, and the working status of the ISG motor. The control path scheduling module 302 determines different fault response methods based on the fault level of the power battery and the fault level of other components.

[0065] Optionally, the voltage closed-loop control module 303 coordinates the operating status, power distribution, and torque output of the engine and ISG motor, ensuring that the TM motor can still stably drive the vehicle safely even if a power battery failure occurs. The output module 304 transmits control commands, such as the engine's requested operating status, the engine's requested closed-loop control speed, the ISG motor's requested operating status, and the ISG motor's requested closed-loop control torque, to other controllers.

[0066] Combining the above methods, Figure 4 The control software flow diagram of a vehicle provided in the embodiment of the present application is used as an example for illustration. The execution subject may be the HCU. Step 401, determine whether the vehicle has a system fault. If the vehicle does not have a system fault, proceed to step 402. Step 402, execute the normal control strategy. If the vehicle has a system fault, proceed to step 403. Step 403, determine whether the existing fault is a power battery fault of the target level.

[0067] If the fault is not a power battery fault of the target level, proceed to step 404. In step 404, the response strategy for power battery faults of other levels is executed. If the fault is a power battery fault of the target level, proceed to step 405. In step 405, the voltage closed-loop control strategy is executed. After completing any of steps 402, 404, or 405, the program returns to the beginning and repeats.

[0068] Combining the above methods, Figure 5 The control logic diagram of a vehicle provided in the embodiment of the present application is illustrated as an example. Among them, the execution subject can be the HCU. Step 501, determine whether the working mode of the engine and the ISG motor is the series working mode. If the working mode of the engine and the ISG motor is not the series working mode, go to step 502. Step 502, determine whether the working mode of the engine and the ISG motor is the parallel working mode. If the working mode of the engine and the ISG motor is the parallel working mode, go to step 503. Step 503, switch the working mode from parallel to series, and repeat step 501. If the working mode of the engine and the ISG motor is not the parallel working mode, go to step 504, and the engine starts at low power. Step 505, determine whether the engine has completed starting. If the engine has not completed starting, repeat step 504. If the engine has completed starting, repeat step 501.

[0069] If the engine and ISG motor are operating in series, the process proceeds to step 506, where the target charging power for the power battery is set to 0 and closed-loop speed control of the ISG motor is performed using the speed threshold as the target speed. In step 507, a determination is made as to whether the actual engine torque is less than 0 and the DC bus current is less than the current threshold. If at least one of the conditions is not met, step 507 is repeated.

[0070] If the actual engine torque is less than 0 and the DC bus current is less than the current threshold, the process proceeds to step 508. The HCU disconnects the power battery from the high-voltage circuit, performs closed-loop speed control on the engine, and controls the ISG motor to enter an idle state. Step 509 determines whether the power battery is disconnected from the high-voltage circuit. If the power battery is not disconnected from the high-voltage circuit, step 509 is repeated. If the power battery is disconnected from the high-voltage circuit, the process proceeds to step 510. The HCU performs closed-loop voltage control on the ISG motor and sets the closed-loop target voltage. Step 511: The HCU performs system power distribution under closed-loop voltage control.

[0071] In the embodiment of the present application, when a vehicle's power battery experiences a target level fault, the vehicle's engine and ISG motor are ensured to be operating in series mode. The target charging power of the power battery is then set to 0, causing the actual engine torque to gradually decrease. This prevents excessive actual engine torque from causing excessive engine speed, potentially affecting safe driving, when the power battery's charging and discharging capabilities are affected by a fault.

[0072] When the engine's actual torque is less than 0 and the DC bus current is less than the current threshold, the power battery is disconnected from the high-voltage circuit. This prevents the relay from tripping when the engine's actual torque and DC bus current are too high, which could cause instability in the entire power system and ensures safe operation when the power battery is disconnected. Simultaneously with the power battery disconnection, the engine is controlled to enter speed closed-loop control mode, and the ISG motor is controlled to enter voltage closed-loop control mode. This ensures that the DC bus voltage remains stable even when the power battery is disconnected, thus ensuring that the TM motor can still stably drive the vehicle safely in the event of a power battery failure.

[0073] See also Figure 6 , an embodiment of the present application provides a vehicle control device, the device comprising:

[0074] a reading module 601 for reading a fault level of the power battery in response to a fault in the power battery of the vehicle;

[0075] an acquisition module 602 for acquiring a first detection result in response to the fault level being a target level, the first detection result being used to indicate whether an operating mode of the engine and the integrated starter generator (ISG) motor of the vehicle is a series operating mode;

[0076] a setting module 603 configured to, in response to the first detection result indicating that the operating mode of the engine and the ISG motor is a series operating mode, set the charging target power of the power battery connected to the high-voltage circuit to 0, so that the actual torque of the engine gradually decreases, and perform closed-loop speed control on the ISG motor with the speed threshold as the target speed;

[0077] Detection module 604, used to detect the actual torque of the engine and the current value of the DC bus in the high-voltage circuit, the DC bus is used to connect the power battery and the ISG motor;

[0078] A control module 605 is configured to disconnect the power battery from the high-voltage circuit, perform closed-loop speed control on the engine, and perform closed-loop voltage control on the ISG motor in response to the actual engine torque being less than 0 and the DC bus current being less than a current threshold;

[0079] The power supply module 606 is used to supply power to the TM motor via the ISG motor, and the TM motor is used to drive the vehicle.

[0080] In one possible implementation, the acquisition module 602 is also used to obtain a second detection result in response to the first detection result indicating that the operating mode of the engine and the ISG motor is not a series operating mode, and the second detection result is used to indicate whether the operating mode of the engine and the ISG motor is a parallel operating mode; in response to the second detection result indicating that the operating mode of the engine and the ISG motor is a parallel operating mode, the operating mode of the engine and the ISG motor is switched to a series operating mode.

[0081] In a possible implementation, the acquisition module 602 is further configured to control the engine to start at low power in response to the second detection result indicating that the operating mode of the engine and the ISG motor is not the parallel operating mode.

[0082] In one possible implementation, the acquisition module 602 is used to control the ISG motor to provide kinetic energy to the engine so that the engine speed reaches the minimum speed that can maintain fuel injection ignition; in response to the engine speed reaching the minimum speed that can maintain fuel injection ignition, the engine fuel injection ignition is controlled.

[0083] In a possible implementation, the device further includes: a first limiting module, configured to limit the maximum power consumption of the ISG motor to 5 kilowatts and the minimum recovery power to -20 kilowatts when performing voltage closed-loop control on the ISG motor.

[0084] In one possible implementation, the device also includes: a second limiting module, which is used to limit the minimum recovery power of the TM motor to 0 when the TM motor is powered by the ISG motor, and limit the maximum power consumption of the TM motor to the sum of the generated power of the ISG motor and a bias value.

[0085] When a vehicle's power battery experiences a target level fault, this device ensures that the vehicle's engine and ISG motor are operating in series. It then sets the power battery's target charging power to 0, gradually reducing the engine's actual torque. This prevents excessive engine torque from causing excessive engine speed, potentially affecting safe driving, when the power battery's charging and discharging capabilities are affected by a fault.

[0086] When the engine's actual torque is less than 0 and the DC bus current is less than the current threshold, the power battery is disconnected from the high-voltage circuit. This prevents the relay from tripping when the engine's actual torque and DC bus current are too high, which could cause instability in the entire power system and ensures safe operation when the power battery is disconnected. Simultaneously with the power battery disconnection, the engine is controlled to enter speed closed-loop control mode, and the ISG motor is controlled to enter voltage closed-loop control mode. This ensures that the DC bus voltage remains stable even when the power battery is disconnected, thus ensuring that the TM motor can still stably drive the vehicle safely in the event of a power battery failure.

[0087] It should be noted that the apparatus provided in the above embodiments is merely illustrated by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0088] In an exemplary embodiment, a computer-readable storage medium is also provided, in which at least one computer program is stored. The at least one computer program is loaded and executed by a processor of a computer device to enable the computer to implement any of the above-mentioned vehicle control methods.

[0089] In one possible implementation, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, and the like.

[0090] In an exemplary embodiment, a computer program product or computer program is also provided. The computer program product or computer program includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the above-described vehicle control methods.

[0091] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions. For example, the fault level of the power battery, the operating mode of the vehicle's engine and ISG motor, the actual torque of the engine, the current value of the DC bus, the speed value of the engine and the voltage value of the ISG motor involved in this application are all obtained with full authorization.

[0092] It should be understood that the term "plurality" used herein refers to two or more. "And / or" describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates an "or" relationship between the associated objects.

[0093] It should be noted that the terms "first," "second," etc. (if any) in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the numbers used in this way are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the application as detailed in the appended claims.

[0094] The above description is merely an exemplary embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: In response to a power battery failure of the vehicle, reading a failure level of the power battery; In response to the fault level being the target level, obtaining a first detection result, the first detection result being used to indicate whether an operating mode of an engine and an integrated starter generator (ISG) motor of the vehicle is a series operating mode; In response to the first detection result indicating that the operating mode of the engine and the ISG motor is a series operating mode, setting the charging target power of the power battery connected to the high-voltage circuit to 0, so that the actual torque of the engine gradually decreases, and performing closed-loop speed control on the ISG motor with a speed threshold as the target speed; detecting the actual torque of the engine and the current value of the DC bus in the high-voltage circuit, wherein the DC bus is used to connect the power battery and the ISG motor; In response to the actual torque of the engine being less than 0 and the DC bus current being less than a current threshold, disconnecting the power battery from the high-voltage circuit, performing closed-loop speed control on the engine, and performing closed-loop voltage control on the ISG motor; The ISG motor supplies power to a traction motor TM motor, and the TM motor is used to drive the vehicle.

2. The method according to claim 1, characterized in that After obtaining the first detection result, the method further includes: In response to the first detection result indicating that the operating mode of the engine and the ISG motor is not a series operating mode, obtaining a second detection result, the second detection result being used to indicate whether the operating mode of the engine and the ISG motor is a parallel operating mode; In response to the second detection result indicating that the operating mode of the engine and the ISG motor is a parallel operating mode, the operating mode of the engine and the ISG motor is switched to a series operating mode.

3. The method according to claim 2, characterized in that After obtaining the second detection result, the method further includes: In response to the second detection result indicating that the operating mode of the engine and the ISG motor is not a parallel operating mode, the engine is controlled to start at low power.

4. The method according to claim 3, characterized in that The controlling the engine to start at low power includes: Controlling the ISG motor to provide kinetic energy to the engine so that the engine speed reaches the minimum speed that can maintain fuel injection ignition; In response to the engine speed reaching the minimum speed at which the fuel injection ignition can be maintained, the engine fuel injection ignition is controlled.

5. The method according to claim 1, wherein The method further comprises: When performing voltage closed-loop control on the ISG motor, the maximum power consumption of the ISG motor is limited to 5 kilowatts and the minimum recovery power is limited to -20 kilowatts.

6. The method according to claim 1, characterized in that The method further comprises: When the ISG motor supplies power to the TM motor, the minimum recovery power of the TM motor is limited to 0, and the maximum power consumption of the TM motor is limited to the sum of the generated power of the ISG motor and an offset value.

7. A vehicle control device, characterized in that: The device comprises: a reading module, configured to read a fault level of the power battery in response to a fault occurring in the power battery of the vehicle; an acquisition module, configured to acquire a first detection result in response to the fault level being a target level, the first detection result being used to indicate whether an operating mode of the engine and the integrated starter generator (ISG) motor of the vehicle is a series operating mode; a setting module, configured to, in response to the first detection result indicating that the operating mode of the engine and the ISG motor is a series operating mode, set the charging target power of the power battery connected to the high-voltage circuit to 0, so that the actual torque of the engine gradually decreases, and perform closed-loop speed control on the ISG motor with a speed threshold as a target speed; a detection module, configured to detect the actual torque of the engine and the current value of a DC bus in the high-voltage circuit, the DC bus being used to connect the power battery and the ISG motor; a control module, configured to, in response to the actual torque of the engine being less than 0 and the DC bus current being less than a current threshold, control the power battery to be disconnected from the high-voltage circuit, perform closed-loop speed control on the engine, and perform closed-loop voltage control on the ISG motor; A power supply module is used to supply power to the TM motor via the ISG motor, and the TM motor is used to drive the vehicle.

8. The device according to claim 7, characterized in that The acquisition module is also used to obtain a second detection result in response to the first detection result indicating that the working mode of the engine and the ISG motor is not a series working mode, and the second detection result is used to indicate whether the working mode of the engine and the ISG motor is a parallel working mode; in response to the second detection result indicating that the working mode of the engine and the ISG motor is a parallel working mode, switch the working mode of the engine and the ISG motor to a series working mode.

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

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

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