A control method for a hybrid vehicle, a hybrid vehicle and a storage medium

Abstract

The present application provides a control method for a hybrid vehicle, a hybrid vehicle and a storage medium, the method comprising: when the main positive and main negative contactors are both in a closed state, performing insulation fault detection on the high voltage system to obtain a first insulation fault detection result; if the first insulation fault detection result indicates that an insulation fault occurs in the high voltage system, controlling the main positive and main negative contactors to be disconnected, and controlling the engine to drive the hybrid vehicle to travel; when the main positive contactor and the main negative contactor are both in an open state, performing insulation fault detection on the high voltage system to obtain a second insulation fault detection result; determining the location of the insulation fault according to the first insulation fault detection result and the second insulation fault detection result; judging whether to allow the motor to work in the power generation mode according to the location of the insulation fault. This method can ensure that personnel will not suffer from electric shock hazards after an insulation fault occurs, while preventing the hybrid vehicle from losing its basic driving function.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a control method for a hybrid vehicle, a hybrid vehicle, and a storage medium in the field of vehicles. Background Art

[0002] At present, for hybrid vehicles, after an insulation failure occurs in the high-voltage system, the usual safety response is to disconnect the main positive contactor and the main negative contactor in the high-voltage battery pack and control the engine shutdown to avoid the high voltage of the high-voltage battery pack and the high voltage generated by the drive motor from being exposed, thereby causing high-voltage electric shock hazards when people touch them. However, in this method, although it can ensure that people will not be electrocuted, the hybrid vehicle will also lose its basic driving function, causing great inconvenience to users.

[0003] Based on this, how to prevent hybrid vehicles from losing their basic driving functions while ensuring that people will not be harmed by electric shock after an insulation failure occurs in the high-voltage system has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a control method for a hybrid vehicle, a hybrid vehicle and a storage medium. The method can prevent the hybrid vehicle from losing basic driving functions while ensuring that personnel will not suffer electric shock hazards after an insulation failure occurs in a high-voltage system.

[0005] In a first aspect, a control method for a hybrid vehicle is provided, wherein the hybrid vehicle includes a high-voltage battery pack, an engine, and a motor, and the method includes: when a main positive contactor and a main negative contactor in the high-voltage battery pack are both in a closed state, performing insulation fault detection on a high-voltage system of the hybrid vehicle to obtain a first insulation fault detection result; if the first insulation fault detection result indicates that an insulation fault occurs in the high-voltage system, controlling the main positive contactor and the main negative contactor to be disconnected, and controlling the engine to drive the hybrid vehicle; when the main positive contactor and the main negative contactor are both in a disconnected state, performing insulation fault detection on the high-voltage system to obtain a second insulation fault detection result; determining a location where the insulation fault occurs based on the first insulation fault detection result and the second insulation fault detection result; and judging whether the motor is allowed to operate in a power generation mode based on the location where the insulation fault occurs.

[0006] In this technical solution, when both the main positive contactor and the main negative contactor are in the closed state, if an insulation fault of the high-voltage system is detected, the main positive contactor and the main negative contactor are immediately disconnected, which can cut off the connection between the high-voltage battery pack and the high-voltage load, prevent high-voltage current leakage, and ensure that people will not be in danger of electric shock. In addition, after the main positive contactor and the main negative contactor are disconnected, the engine is controlled to drive the hybrid vehicle to travel, so that the hybrid vehicle can continue to safely use traditional power to travel in the event of an insulation fault, ensuring that the hybrid vehicle will not suddenly lose power, thereby maintaining basic driving functions. When both the main positive contactor and the main negative contactor are in the disconnected state, insulation fault detection is performed again. By comparing the insulation fault detection results before and after the main positive contactor and the main negative contactor are disconnected, it is helpful to more accurately determine the specific location of the insulation fault, which is convenient for subsequent maintenance work. In addition, according to the location of the insulation fault, it can be further determined whether the motor in the hybrid vehicle is allowed to work in the power generation mode, which is conducive to adding more functional availability to the vehicle under the premise of safety. For example, if the motor is allowed to operate in the power generation mode, the output voltage of the motor in the power generation mode will be able to provide energy for the high-voltage load to continue working, further improving the availability of the hybrid vehicle after an insulation failure occurs.

[0007] In combination with the first aspect, in some possible implementations, judging whether the motor is allowed to operate in the power generation mode according to the location where the insulation fault occurs includes: judging whether a current loop can be formed at the location where the insulation fault occurs according to the location where the insulation fault occurs; if the current loop can be formed, judging whether the current loop is located in the high-voltage battery pack; if the current loop is located in the high-voltage battery pack, judging that the motor is allowed to operate in the power generation mode; if the current loop is located outside the high-voltage battery pack, judging that the motor is not allowed to operate in the power generation mode; if the current loop cannot be formed, judging that the motor is allowed to operate in the power generation mode.

[0008] In combination with the first aspect, in some possible implementations, the method also includes: if the current loop is located inside the high-voltage battery pack, the high-voltage load is allowed to operate; wherein the high-voltage load operates through the output voltage of the motor in the power generation mode; if the current loop is located outside the high-voltage battery pack, the high-voltage load is prohibited from operating.

[0009] In combination with the first aspect, in some possible implementations, the high-voltage load includes a heating system; allowing the high-voltage load to work includes: controlling the heating system to work when an instruction from an air-conditioning controller is received requesting the heating system to work; and controlling the heating system to work when it is determined that the high-voltage battery pack heating function needs to be turned on according to the current temperature of the high-voltage battery pack. In combination with the first aspect, in some possible implementations, judging whether a current loop can be formed at the location where the insulation fault occurs based on the location where the insulation fault occurs includes: judging that a current loop can be formed at the location where the insulation fault occurs when the location where the insulation fault occurs includes the positive side inside the high-voltage battery pack and the negative side inside the high-voltage battery pack; judging that a current loop can be formed at the location where the insulation fault occurs when the location where the insulation fault occurs includes the positive side outside the high-voltage battery pack and the negative side outside the high-voltage battery pack.

[0010] In combination with the first aspect, in some possible implementations, the determining whether the current loop is located inside the high-voltage battery pack includes: when the current loop is formed based on an insulation fault occurring inside the high-voltage battery pack, determining that the current loop is located inside the high-voltage battery pack; and when the current loop is formed based on an insulation fault occurring outside the high-voltage battery pack, determining that the current loop is located outside the high-voltage battery pack.

[0011] In combination with the first aspect, in some possible implementations, determining the location of the insulation fault based on the first insulation fault detection result and the second insulation fault detection result includes: when the first insulation fault detection result indicates that an insulation fault exists on the positive side of the high-voltage bus, if the second insulation fault detection result indicates that an insulation fault is detected on the positive side of the high-voltage bus, then determining that the location of the insulation fault includes the positive side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the positive side of the high-voltage bus, then determining that the location of the insulation fault includes the positive side outside the high-voltage battery pack; when the first insulation fault detection result indicates that an insulation fault exists on the negative side of the high-voltage bus, if the second insulation fault detection result indicates that an insulation fault is detected on the negative side of the high-voltage bus, then determining that the location of the insulation fault includes the negative side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the negative side of the high-voltage bus, then determining that the location of the insulation fault includes the negative side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the negative side of the high-voltage bus, then determining that the location of the insulation fault includes the negative side outside the high-voltage battery pack.

[0012] In combination with the first aspect, in some possible implementations, controlling the engine to drive the hybrid vehicle to travel includes: obtaining a fault detection result of the engine by an engine controller; and controlling the engine to drive the hybrid vehicle to travel when the fault detection result indicates that the engine is allowed to continue to operate.

[0013] In a second aspect, a control device for a hybrid vehicle is provided, the hybrid vehicle includes a high-voltage battery pack, an engine and a motor, the device including: a first detection module, used to perform insulation fault detection on the high-voltage system of the hybrid vehicle when the main positive contactor and the main negative contactor in the high-voltage battery pack are both in a closed state, and obtain a first insulation fault detection result; a control module, used to control the main positive contactor and the main negative contactor to be disconnected if the first insulation fault detection result indicates that the high-voltage system has an insulation fault, and control the engine to drive the hybrid vehicle to travel; a second detection module, used to perform insulation fault detection on the high-voltage system when the main positive contactor and the main negative contactor are both in a disconnected state, and obtain a second insulation fault detection result; a determination module, used to determine the occurrence location of the insulation fault according to the first insulation fault detection result and the second insulation fault detection result; and a judgment module, used to judge whether the motor is allowed to operate in a power generation mode according to the occurrence location of the insulation fault.

[0014] In a third aspect, a hybrid vehicle is provided, comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, so that the hybrid vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0015] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0016] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic diagram of the architecture of a high-voltage system of a hybrid vehicle provided in an embodiment of the present application;

[0018] Figure 2 is a schematic flow chart of a control method for a hybrid vehicle provided in an embodiment of the present application;

[0019] Figure 3 is a schematic diagram of the distribution of the occurrence locations of an insulation fault provided by an embodiment of the present application;

[0020] Figure 4 is a schematic diagram of a current loop that can be formed at a location where an insulation fault occurs, provided by an embodiment of the present application;

[0021] Figure 5 is another schematic diagram of forming a current loop at the location where an insulation fault occurs, provided by an embodiment of the present application;

[0022] Figure 6 It is a schematic diagram of a current loop that cannot be formed at the location where an insulation fault occurs, provided by an embodiment of the present application;

[0023] Figure 7 It is an interactive logic diagram of various controllers in a hybrid vehicle under insulation conditions provided by an embodiment of the present application;

[0024] Figure 8 is a structural schematic diagram of a control device for a hybrid vehicle provided in an embodiment of the present application;

[0025] Fig. 9 It is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0027] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0028] At present, for hybrid vehicles, after an insulation failure occurs in the high-voltage system, the usual safety response is to disconnect the main positive contactor and the main negative contactor in the high-voltage battery pack and control the engine shutdown to avoid the exposure of the high voltage of the high-voltage battery pack and the high voltage generated by the drive motor, thereby preventing the high voltage electric shock hazard from occurring when people touch it. However, in this way, although it can ensure that people will not be electrocuted, the hybrid vehicle will also lose its basic driving function, causing great inconvenience to users. Based on this, how to ensure that people will not be electrocuted and prevent the hybrid vehicle from losing its basic driving function after an insulation failure occurs in the high-voltage system has become a technical problem that needs to be solved urgently.

[0029] In addition, the present application has also found through research that: after an insulation failure occurs in the high-voltage system, the high-voltage battery pack stops discharging due to the control of the main positive contactor and the main negative contactor being disconnected, and the high-voltage load in the vehicle will not be able to obtain the required current from the high-voltage battery pack, so the high-voltage load will be difficult to work normally. It can be seen that in the relevant technology, after an insulation failure occurs in the high-voltage system, the high-voltage load will be difficult to work normally, which will also limit the availability of vehicle functions.

[0030] Based on this, in order to at least solve the above technical problems, the embodiment of the present application provides a control method for a hybrid vehicle, which is applied to a hybrid vehicle, and can be specifically applied to a controller in a hybrid vehicle. In the embodiment of the present application, after detecting the occurrence of an insulation fault, the hybrid vehicle is controlled to continue to drive using traditional power, and the location of the insulation fault is located by a specific detection method. According to the location of the insulation fault, it is determined whether to allow the motor to work in the power generation mode, which is beneficial to ensure that personnel will not suffer electric shock hazards after an insulation fault occurs in the high-voltage system, and to avoid the hybrid vehicle from losing its basic driving function. At the same time, it is also beneficial to increase the functional availability of the vehicle under the premise of safety.

[0031] Figure 1 It is a schematic diagram of the architecture of a high-voltage system of a hybrid vehicle provided in an embodiment of the present application.

[0032] For example, Figure 1 As shown, the hybrid vehicle includes: a high-voltage battery pack 10, a motor 11, an engine 12 and a high-voltage load 13. The high-voltage battery pack 10 includes: a high-voltage battery 101, a main positive contactor 102, a main negative contactor 103, a pre-charge contactor 104, a pre-charge resistor 105 and a main fuse 106. Figure 1 The HV+ (High Voltage Positive) in the figure indicates the positive electrode of the high voltage system, which is connected to the positive terminal of the high voltage battery 101 and is the positive power supply electrode of the high voltage circuit. Figure 1HV- (High Voltage Negative) in the figure indicates the negative electrode of the high voltage system, which is connected to the negative terminal of the high voltage battery 101 and is the negative power supply electrode of the high voltage circuit. The motor 11 and the motor controller (not shown in the figure) can constitute a high voltage electric drive system outside the high voltage battery pack 10. The high voltage electric drive system can work in the voltage mode and continue to output high voltage under certain working conditions. The voltage mode can also be understood as: the motor 11 works in the power generation mode to generate electricity to output high voltage.

[0033] Figure 2 It is a schematic flow chart of a control method for a hybrid vehicle provided in an embodiment of the present application.

[0034] For example, Figure 2 As shown, the method includes:

[0035] Step 201: When the main positive contactor and the main negative contactor in the high-voltage battery pack are both in a closed state, an insulation fault detection is performed on the high-voltage system of the hybrid vehicle to obtain a first insulation fault detection result.

[0036] Step 202: If the first insulation fault detection result indicates that an insulation fault occurs in the high voltage system, the main positive contactor and the main negative contactor are controlled to be disconnected, and the engine is controlled to drive the hybrid vehicle to travel.

[0037] Step 203: When the main positive contactor and the main negative contactor are both in the disconnected state, insulation fault detection is performed on the high voltage system to obtain a second insulation fault detection result.

[0038] Step 204: Determine the location where the insulation fault occurs based on the first insulation fault detection result and the second insulation fault detection result.

[0039] Step 205: Determine whether to allow the motor to operate in the power generation mode according to the location where the insulation fault occurs.

[0040] exist Figure 2In the illustrated embodiment, when both the main positive contactor and the main negative contactor are in a closed state, if an insulation fault of the high-voltage system is detected, the main positive contactor and the main negative contactor are immediately disconnected, so that the connection between the high-voltage battery pack and the high-voltage load can be cut off, and the high-voltage current leakage can be prevented, so as to ensure that the personnel will not be in danger of electric shock. In addition, after the main positive contactor and the main negative contactor are disconnected, the engine is controlled to drive the hybrid vehicle to travel, so that the hybrid vehicle can continue to safely use traditional power to travel in the event of an insulation fault, ensuring that the hybrid vehicle will not suddenly lose power, thereby maintaining basic driving functions. In the case where both the main positive contactor and the main negative contactor are in an open state, insulation fault detection is performed again. By comparing the insulation fault detection results before and after the main positive contactor and the main negative contactor are disconnected, it is helpful to more accurately determine the specific location of the insulation fault, which is convenient for subsequent maintenance work. In addition, according to the location of the insulation fault, it can be further determined whether the motor in the hybrid vehicle is allowed to work in the power generation mode, which is helpful to increase the functional availability of the vehicle under the premise of safety. For example, if the motor is allowed to operate in the power generation mode, the output voltage of the motor in the power generation mode will be able to provide energy for the high-voltage load to continue working, further improving the availability of the hybrid vehicle after an insulation failure occurs.

[0041] Below Figure 2 The specific implementation of each step in the embodiment shown is described as follows:

[0042] In step 201, combining Figure 1 When the main positive contactor 102 and the main negative contactor 103 are both in the closed state, it means that the high-voltage battery pack 10 is outputting high-voltage current to the outside, and the hybrid vehicle may be in a state of driving, such as a pure electric driving state. In the embodiment of the present application, the insulation fault detection result obtained by performing insulation fault detection when the main positive contactor 102 and the main negative contactor 103 are both in the closed state is called the first insulation fault detection result.

[0043] In a possible implementation, when both the main positive contactor and the main negative contactor are in a closed state, the insulation fault detection may be performed as follows from S11 to S13:

[0044] S11: Obtain a first insulation resistance value of the high voltage system to the positive side and a second insulation resistance value of the high voltage system to the negative side.

[0045] Specifically, the first insulation resistance value and the second insulation resistance value can be detected by an insulation detection module in the hybrid vehicle. When the insulation detection module detects the first insulation resistance value to the positive ground or the second insulation resistance value to the negative ground, the detection will be stopped when a relatively stable resistance value is read, so that misjudgment caused by factors such as poor contact and instantaneous voltage fluctuations can be eliminated, thereby ensuring the accuracy of the detection result.

[0046] It can be understood that, during the process of continuously detecting the insulation resistance value (i.e., the first insulation resistance value or the second insulation resistance value), if the insulation detection module detects that a certain resistance value no longer changes significantly within an allowable error range, that is, a stable reading is reached, then the resistance value can be called a stable resistance value.

[0047] S12: When it is determined that the first insulation resistance value is less than the first resistance threshold and / or when it is determined that the second insulation resistance value is less than the second resistance threshold, determine that the first insulation fault detection result is that an insulation fault exists in the high voltage system.

[0048] S13: When it is determined that the first insulation resistance value is greater than or equal to the first resistance threshold and when it is determined that the second insulation resistance value is greater than or equal to the second resistance threshold, determine that the first insulation fault detection result is that there is no insulation fault in the high voltage system.

[0049] It is understandable that the first resistance threshold and the second resistance threshold can be set according to industry standards or safety standards specified by vehicle manufacturers to distinguish normal from abnormal insulation states. For example, the first resistance threshold may be set in a range of 5 megohms to 10 megohms, and the second resistance threshold may be set in a range of 1 megohms to 5 megohms. However, in a specific implementation, the first resistance threshold and the second resistance threshold may also be set to higher resistance values, which may be set according to the specific circumstances of the insulation fault.

[0050] After the first insulation resistance value and the second insulation resistance value are acquired, the detected first insulation resistance value and the second insulation resistance value may be compared with the first resistance threshold value and the second resistance threshold value corresponding to each other.

[0051] When the first insulation resistance value is greater than or equal to the first resistance threshold and the second insulation resistance value is greater than or equal to the second resistance threshold, it is determined that the high voltage system loop is well insulated, that is, the first insulation fault detection result is specifically: there is no insulation fault in the high voltage system.

[0052] When the first insulation resistance value is less than the first resistance threshold or the second insulation resistance value is less than the second resistance threshold, the first insulation fault detection result is determined as: single-side insulation fault in the high-voltage system loop. Specifically, when the first insulation resistance value is less than the first resistance threshold, the single-side insulation fault is specifically an insulation fault on the positive side of the high-voltage bus. When the second insulation resistance value is less than the second resistance threshold, the single-side insulation fault is specifically an insulation fault on the negative side of the high-voltage bus.

[0053] When the first insulation resistance value is less than the first resistance threshold and the second insulation resistance value is less than the second resistance threshold, the first insulation fault detection result is determined as: double-sided insulation fault of the high-voltage system loop. The double-sided insulation fault is specifically: insulation fault exists on both the positive and negative sides of the high-voltage bus.

[0054] It should be noted that the embodiment of the present application only takes the insulation fault detection in the above-mentioned S11 to S13 as an example. In the specific implementation method, the insulation fault detection method is not limited to this. For example, a diagnostic tool can also be used to connect to the vehicle's OBD (On-Board Diagnostics) interface to read the relevant fault code. Since insulation faults usually generate specific fault codes in the high-voltage system, it can be determined whether there is an insulation fault in the high-voltage system based on the fault code.

[0055] In step 202, if the first insulation fault detection result is a single-side insulation fault of the high-voltage system circuit or a double-side insulation fault of the high-voltage system circuit, it can be determined that the first insulation fault detection result indicates that an insulation fault occurs in the high-voltage system, and then the main positive contactor and the main negative contactor can be controlled to be disconnected to cut off the high-voltage battery pack from outputting high-voltage current to the outside, avoid the high-voltage exposure of the high-voltage battery pack, and thus avoid the high-voltage electric shock hazard. In order to enable the hybrid vehicle to maintain basic driving functions, after controlling the main positive contactor and the main negative contactor to be disconnected, the hybrid vehicle can be controlled to continue to drive using traditional power. Among them, driving using traditional power can be understood as: controlling the engine to drive the hybrid vehicle to drive. At this time, if the engine itself is in an unstarted state, the engine can be controlled to start first, and then the engine can be controlled to directly drive the wheels of the hybrid vehicle, so that the hybrid vehicle continues to drive using traditional power. If the engine itself is in a started state, the engine is controlled to continue to run, so that the wheels of the hybrid vehicle are directly driven by the engine, so that the hybrid vehicle continues to drive using traditional power.

[0056] For example, considering that a current loop cannot be formed when there is a single-sided insulation fault in the high-voltage system circuit, there is basically no impact on the safety of the entire vehicle, and there is basically no risk of electric shock to personnel. Therefore, when there is a single-sided insulation fault in the high-voltage system circuit, there is no need to disconnect the main positive contactor and the main negative contactor, so that the high-voltage battery pack can continue to output high voltage to the outside. At the same time, although the single-sided insulation fault at this time has basically no impact on the safety of the entire vehicle, in order to eliminate the single-sided insulation fault as soon as possible, a prompt message can be output to inform the driver that there is currently a single-sided insulation fault in the high-voltage system circuit, which is convenient for subsequent maintenance and processing. The risk of electric shock may only occur when there is a double-sided insulation fault in the high-voltage system circuit. Therefore, when there is a double-sided insulation fault in the high-voltage system circuit, the main positive contactor and the main negative contactor can be controlled to be disconnected.

[0057] That is to say, the implementation method of step 202 can be specifically as follows: if the first insulation fault detection result indicates that a double-sided insulation fault occurs in the high-voltage system, the main positive contactor and the main negative contactor are controlled to be disconnected, and the engine is controlled to drive the hybrid vehicle to travel, so as to ensure that the main positive contactor and the main negative contactor are controlled to be disconnected only when necessary, so as to ensure the safety of the hybrid vehicle while trying to keep the hybrid vehicle in a normal driving state.

[0058] In an exemplary embodiment, to further ensure the reliability and safety of controlling the engine to drive the hybrid vehicle, the engine controller may first obtain the engine fault detection result; when the fault detection result indicates that the engine is allowed to continue to work, the engine is controlled to drive the hybrid vehicle.

[0059] Among them, the engine controller is the core electronic device responsible for monitoring and managing the operation of the engine. The engine controller can obtain data related to the operation of the engine, and based on the data related to the operation of the engine, perform fault detection on the engine to obtain the fault detection result of the engine. If the fault detection result indicates that there is no fault in the engine itself, it is determined that the fault detection result indicates that the engine is allowed to continue to work, thereby controlling the engine to drive the hybrid vehicle. This is also conducive to ensuring that the hybrid vehicle can continue to drive safely and avoid damage to the engine.

[0060] For example, the engine controller can ensure the normal operation of the fuel system by monitoring the pressure of the fuel pump and the working status of the injector. If the pressure of the fuel pump is lower than expected, or the injector is not working properly, it will affect the performance of the engine. The engine controller can also monitor the oil pressure to assess the health of the engine's internal lubrication system. The engine controller can obtain the oil pressure through the oil pressure sensor. If the oil pressure is too low, it may mean insufficient lubrication, which will cause increased wear of the internal parts of the engine. The engine controller can also monitor the temperature of the engine coolant. Excessive temperature may be a sign of cooling system failure and cause damage to engine components.

[0061] Based on this, the engine controller can perform engine fault detection based on data related to engine operation, such as fuel pump pressure, injector working status, oil pressure, engine coolant temperature, etc., to obtain engine fault detection results. If the fuel pump pressure is higher than the expected value, the injector works normally, the oil pressure is higher than the expected value, and the engine coolant temperature is lower than the expected value, it can be determined that there is no fault in the engine itself, that is, the engine can run safely.

[0062] In some embodiments, if it is detected that the hybrid vehicle has started the takeover power drive function, it means that it is expected that in the event of an insulation failure, the engine will take over the vehicle's drive function as much as possible to maintain the basic driving function of the hybrid vehicle. Therefore, starting the takeover power drive function can be considered that the vehicle controller allows the engine to work to continue driving the hybrid vehicle.

[0063] In some embodiments, if it is detected that the hybrid vehicle has started the power drive takeover function, even if a fault is detected in the engine itself, the engine will not be immediately controlled to stop, but the fault level of the fault will be determined first. If the fault level indicates that the engine is only slightly faulty, a reminder message can be output to remind the driver to handle the minor fault as soon as possible, and the engine can continue to be controlled to drive the hybrid vehicle to meet the requirements of the power drive takeover function as much as possible. The minor fault refers to a fault that has a minor impact on the engine performance. This type of fault will not have a direct impact on the operation of the hybrid vehicle, but still needs to be handled in a timely manner. Therefore, a reminder message will be output at this time, and the engine will be controlled to drive the hybrid vehicle.

[0064] It is understandable that when both the main positive contactor and the main negative contactor are in the closed state, if an insulation fault is detected in the high-voltage system, it is not possible to determine whether the insulation fault occurs inside or outside the high-voltage battery pack. Therefore, in order to further accurately locate the location of the insulation fault, the embodiment of the present application will continue to perform insulation fault detection after controlling the main positive contactor and the main negative contactor to be disconnected, so as to combine the results of the two insulation fault detections to achieve accurate location of the insulation fault.

[0065] In step 203, when both the main positive contactor and the main negative contactor are in the disconnected state, the high voltage system will be subjected to insulation fault detection again. The insulation fault detection result obtained by performing insulation fault detection when both the main positive contactor and the main negative contactor are in the disconnected state is called the second insulation fault detection result.

[0066] Wherein, when both the main positive contactor and the main negative contactor are in the disconnected state, the method of performing insulation fault detection can be similar to the method in S11 to S13 above. For example, after both the main positive contactor and the main negative contactor are disconnected, the first insulation resistance value of the high-voltage system to the ground and the second insulation resistance value of the negative to the ground are obtained. When it is determined that the first insulation resistance value is less than the first resistance threshold and / or the second insulation resistance value is less than the second resistance threshold, it is determined that the second insulation fault detection result is that there is an insulation fault in the high-voltage system, and it can be determined whether the insulation fault is detected on the positive side of the high-voltage bus or on the negative side of the high-voltage bus. When it is determined that the first insulation resistance value is greater than or equal to the first resistance threshold and the second insulation resistance value is greater than or equal to the second resistance threshold, it is determined that the second insulation fault detection result is that there is no insulation fault in the high-voltage system. Alternatively, after both the main positive contactor and the main negative contactor are disconnected, the fault code is read through the OBD interface, and it is determined whether there is an insulation fault in the high-voltage system based on the fault code. However, the embodiment of the present application does not specifically limit the detection method of the insulation fault.

[0067] In step 204, the location of the insulation fault is located in combination with the first insulation fault detection result and the second insulation fault detection result. It is understandable that when both the main positive contactor and the main negative contactor are in a closed state, if an insulation fault is detected in the high-voltage system, it is not yet possible to determine whether the insulation fault occurs inside or outside the high-voltage battery pack. However, if the insulation fault is still detected after the main positive contactor and the main negative contactor are disconnected, it means that the insulation fault occurs inside the high-voltage battery pack. If the insulation fault is not detected after the main positive contactor and the main negative contactor are disconnected, it means that the insulation fault occurs outside the high-voltage battery pack.

[0068] In some embodiments, according to the first insulation fault detection result and the second insulation fault detection result, the implementation method of determining the occurrence location of the insulation fault may include the following S21 to S22:

[0069] S21: When the first insulation fault detection result indicates that an insulation fault exists on the positive side of the high-voltage bus, if the second insulation fault detection result indicates that an insulation fault is detected on the positive side of the high-voltage bus, then it is determined that the location where the insulation fault occurs includes the positive side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the positive side of the high-voltage bus, then it is determined that the location where the insulation fault occurs includes the positive side outside the high-voltage battery pack.

[0070] That is to say, if an insulation fault is detected on the positive side of the high-voltage bus when both the main positive contactor and the main negative contactor are closed, and the insulation fault is still detected after both the main positive contactor and the main negative contactor are disconnected, it can be determined that the insulation fault occurs on the positive side inside the high-voltage battery pack. If an insulation fault is detected on the positive side of the high-voltage bus when both the main positive contactor and the main negative contactor are closed, but the insulation fault disappears after both the main positive contactor and the main negative contactor are disconnected, it can be determined that the insulation fault occurs on the positive side outside the high-voltage battery pack.

[0071] S22: When the first insulation fault detection result indicates that an insulation fault exists on the negative pole side of the high-voltage bus, if the second insulation fault detection result indicates that an insulation fault is detected on the negative pole side of the high-voltage bus, then it is determined that the location where the insulation fault occurs includes the negative pole side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the negative pole side of the high-voltage bus, then it is determined that the location where the insulation fault occurs includes the negative pole side outside the high-voltage battery pack.

[0072] That is to say, if an insulation fault is detected on the negative side of the high-voltage bus when both the main positive contactor and the main negative contactor are closed, and the insulation fault is still detected after both the main positive contactor and the main negative contactor are disconnected, it can be determined that the insulation fault occurs on the negative side inside the high-voltage battery pack. If an insulation fault is detected on the negative side of the high-voltage bus when both the main positive contactor and the main negative contactor are closed, but the insulation fault disappears after both the main positive contactor and the main negative contactor are disconnected, it can be determined that the insulation fault occurs on the negative side outside the high-voltage battery pack.

[0073] For ease of understanding, the implementation method of determining the occurrence location of the insulation fault is described below in conjunction with Table 1:

[0074] Table 1

[0075]

[0076] Among them, the main contactor in Table 1 includes a main positive contactor and a main negative contactor in the high-voltage battery pack. In the embodiment of the present application, by comparing the first insulation fault detection result detected when the main contactor is closed with the second insulation fault detection result, it is not only possible to locate whether the insulation fault occurs inside or outside the high-voltage battery pack, but also to specifically locate whether the insulation fault occurs on the positive side or the negative side. Through the method shown in Table 1, the specific location of the insulation fault on each side of the high-voltage system can be located, which is conducive to more accurate and precise positioning of the location where the insulation fault occurs.

[0077] Combine the following Figure 3 Several insulation fault locations that can be located in the embodiments of the present application are described. Figure 3 It is a distribution diagram of the locations where insulation faults occur.

[0078] See also Figure 3 , Insulation fault 1 means: the insulation fault occurs at the positive side of the high-voltage battery pack, which can be understood as: the position of the positive side of the high-voltage battery pack to the chassis ground, that is, the position between the positive side of the high-voltage battery pack and the chassis ground. Insulation fault 2 means: the insulation fault occurs at the negative side of the high-voltage battery pack, which can be understood as: the position of the negative side of the high-voltage battery pack to the chassis ground, that is, the position between the negative side of the high-voltage battery pack and the chassis ground. Insulation fault 3 means: the insulation fault occurs at the positive side of the high-voltage battery pack, which can be understood as: the position of the positive side of the high-voltage battery pack to the chassis ground, that is, the position between the positive side of the high-voltage battery pack and the chassis ground. Insulation fault 4 means: the insulation fault occurs at the negative side of the high-voltage battery pack, which can be understood as: the position of the negative side of the high-voltage battery pack to the chassis ground, that is, the position between the negative side of the high-voltage battery pack and the chassis ground.

[0079] It should be noted that the purpose of the embodiment of the present application is not simply to locate the location of the insulation fault, but also to perform further processing based on the location of the insulation fault, so that after the insulation fault occurs, the hybrid vehicle can not only safely maintain basic driving functions, but also increase the availability of the hybrid vehicle. Based on this, after the location of the insulation fault is determined, the following step 205 is continued.

[0080] In step 205, combining Figure 1 and Figure 3, according to the location of the insulation fault, it is determined whether the motor 11 outside the high-voltage battery pack 10 is allowed to work in the power generation mode. When both the main positive contactor 102 and the main negative contactor 103 are in the disconnected state, if it is determined based on the location of the insulation fault that the output voltage of the motor 11 working in the power generation mode will cause electric shock to personnel through insulation exposure, it is determined that the motor 11 outside the high-voltage battery pack 10 is not allowed to work in the power generation mode, otherwise it can be determined that the motor 11 outside the high-voltage battery pack 10 is allowed to work in the power generation mode to ensure that the motor 11 working in the power generation mode will not cause electric shock to personnel.

[0081] In a possible implementation, the implementation of determining whether to allow the motor to operate in the power generation mode according to the location of the insulation fault includes the following steps S31 to S35:

[0082] S31: According to the location where the insulation fault occurs, it is determined whether a current loop can be formed at the location where the insulation fault occurs.

[0083] Specifically, since the main positive contactor and the main negative contactor are already in the disconnected state at this time, it can be determined whether the location where the insulation fault occurs can form a current loop through the disconnected main positive contactor and the main negative contactor. If the current loop cannot be formed, it means that the external electric drive system is still safe to work in the voltage mode, that is, the motor can work safely in the power generation mode and will not cause electric shock to personnel.

[0084] Exemplarily, judging whether a current loop can be formed at the location where the insulation fault occurs, based on the location where the insulation fault occurs, includes: when the location where the insulation fault occurs includes the positive side inside the high-voltage battery pack and the negative side inside the high-voltage battery pack, judging that a current loop can be formed at the location where the insulation fault occurs. When the location where the insulation fault occurs includes the positive side outside the high-voltage battery pack and the negative side outside the high-voltage battery pack, judging that a current loop can be formed at the location where the insulation fault occurs.

[0085] See also Figure 4 , which is a schematic diagram of a current loop that can be formed at the location where an insulation fault occurs. Figure 4 Insulation faults occur at the positive side of the high-voltage battery pack ( Figure 4 The schematic diagram shows the location of the insulation fault 1) and the negative side of the high-voltage battery pack ( Figure 4 The location of insulation fault 2 is schematically shown in FIG. 1 ), and the current loop formed by insulation fault 1 and insulation fault 2 through the disconnected main positive contactor and main negative contactor is current loop 1.

[0086] See also Figure 5 , which is another schematic diagram that can form a current loop at the location where the insulation fault occurs. Figure 5Insulation faults occur at the positive side of the high-voltage battery pack ( Figure 5 The schematic diagram shows the location of the insulation fault 3) and the negative side of the high-voltage battery pack ( Figure 5 The location of the insulation fault 4 is schematically shown in FIG), and the current loop formed by the insulation fault 3 and the insulation fault 4 through the disconnected main positive contactor and the main negative contactor is the current loop 2.

[0087] See also Figure 6 , which is a schematic diagram showing that a current loop cannot be formed at the location where the insulation fault occurs. Figure 6 Insulation faults occur at the positive side of the high-voltage battery pack ( Figure 6 The schematic diagram shows the location of the insulation fault 1) and the negative side of the high-voltage battery pack ( Figure 6 The location of insulation fault 4 is schematically shown in FIG. 1 ), insulation fault 1 and insulation fault 4 cannot form a current loop through the disconnected main positive contactor and main negative contactor.

[0088] Combination Figure 3 If the location where the insulation fault occurs includes the location of insulation fault 2 and the location of insulation fault 3, a current loop cannot be formed at the location where the insulation fault occurs. If the location where the insulation fault occurs includes the location of insulation fault 1 and the location of insulation fault 3, a current loop cannot be formed at the location where the insulation fault occurs. If the location where the insulation fault occurs includes the location of insulation fault 2 and the location of insulation fault 4, a current loop cannot be formed at the location where the insulation fault occurs. If only one location among insulation faults 1, 2, 3, and 4 has an insulation fault, a current loop cannot be formed at the location where the insulation fault occurs.

[0089] If a current loop cannot be formed at the location where the insulation fault occurs, it is still safe for the external electric drive system to work in voltage mode, that is, after disconnecting the main positive contactor and the main negative contactor, the motor can be allowed to work in power generation mode. If a current loop can be formed at the location where the insulation fault occurs, it means that there may be risks in the external electric drive system working in voltage mode. To further determine whether there is a risk in the external electric drive system working in voltage mode, it can be further determined whether the current loop is located in the high-voltage battery pack, that is, the following S32 is executed.

[0090] S32: If a current loop can be formed, determine whether the current loop is located in the high-voltage battery pack.

[0091] Exemplarily, in the case where the current loop is formed based on an insulation fault occurring in the high-voltage battery pack, it is determined that the current loop is located in the high-voltage battery pack. Figure 4 , Figure 4 The current loop 1 in FIG. 1 is based on an insulation fault occurring in the high voltage battery pack 10 ( Figure 4 Schematically shown in FIG. 1 , the current loop 1 is formed by an insulation fault 1 and an insulation fault 2 , and the current loop 1 is located in the high-voltage battery pack 10 .

[0092] Exemplarily, in the case where the current loop is formed based on an insulation fault occurring outside the high-voltage battery pack, it is determined that the current loop is located outside the high-voltage battery pack. Figure 5 , Figure 5 The current loop 2 in FIG. 1 is based on an insulation fault occurring outside the high-voltage battery pack 10 ( Figure 5 Schematically shown in FIG. 1 , the current loop 2 is formed by insulation fault 3 and insulation fault 4 , and the current loop 2 is located outside the high-voltage battery pack 10 .

[0093] S33: If the current loop is located in the high-voltage battery pack, it is determined that the motor is allowed to operate in the power generation mode.

[0094] Specifically, the current loop is located inside the high-voltage battery pack, which means that when the main positive contactor and the main negative contactor are disconnected, the external high-voltage electric drive system operates in voltage mode and continues to output high voltage, which will not flow into the high-voltage battery pack through the disconnected main positive contactor and the main negative contactor and then cause electric shock to people through insulation exposure. Therefore, even if a current loop is formed, people will not be electrocuted due to the motor working in the power generation mode. Therefore, it can be determined that the motor is allowed to operate in the power generation mode, that is, the working path that will not cause electric shock to people is allowed to be used normally.

[0095] S34: If the current loop is located outside the high-voltage battery pack, it is determined that the motor is not allowed to operate in the power generation mode.

[0096] Specifically, the current loop is located outside the high-voltage battery pack, which means that the external high-voltage electric drive system working in voltage mode and continuing to output high voltage will cause the risk of electric shock to personnel, so it is determined that the motor is not allowed to work in the power generation mode. It is understandable that if the current loop is located outside the high-voltage battery pack, that is, both-side insulation failures occur outside the high-voltage battery pack, and since the motor is also outside the high-voltage battery pack, then if the motor generates electricity, the electricity generated by the motor will cause the current loop outside the high-voltage battery pack to be energized, thereby causing electric shock to personnel. Therefore, it is necessary to disable the working path that may cause electric shock to personnel. Therefore, in this case, the motor is not allowed to work in the power generation mode to avoid the risk of electric shock to personnel.

[0097] S35: If the current loop cannot be formed, it is determined that the motor is allowed to operate in the power generation mode.

[0098] It is understandable that, as mentioned above, if a current loop cannot be formed at the location where the insulation fault occurs, it means that it is safe at this time. The external electric drive system is still safe when working in voltage mode. Even if the motor works in power generation mode, there will be no risk of electric shock to personnel. Therefore, it can be determined that the motor is allowed to work in power generation mode.

[0099] In an exemplary embodiment, if the current loop is located in a high-voltage battery pack in a hybrid vehicle, the high-voltage load is allowed to operate; wherein the high-voltage load operates through the output voltage of the motor in a power generation mode; if the current loop is located outside the high-voltage battery pack, the high-voltage load is prohibited from operating.

[0100] Among them, high-voltage loads refer to electrical components or systems in hybrid vehicles that require high voltage to work properly. High-voltage loads are associated with high-voltage systems. For example, see Figure 1 , the high voltage load 13 is connected in parallel with the high voltage battery 101 .

[0101] In the case where the current loop is located in the high-voltage battery pack in the hybrid vehicle, the motor is allowed to work in the power generation mode, and the output voltage of the motor in the power generation mode can be used to provide the working voltage for the high-voltage load. Therefore, in this case, the high-voltage load is allowed to work. In other words, even if there is an insulation fault in the high-voltage system at this time, the insulation fault does not affect the normal operation of the working path outside the high-voltage battery pack. Therefore, allowing the high-voltage load to work at this time is conducive to avoiding the risk of electric shock to personnel in the case of insulation faults, and providing more functional availability for hybrid vehicles, improving the user's car experience.

[0102] When the current loop is located outside the high-voltage battery pack in the hybrid vehicle, the motor is not allowed to operate in the power generation mode. Since the high-voltage battery pack is also unable to output voltage to the outside at this time, it means that the high-voltage load does not have the conditions to work safely at this time. Therefore, the high-voltage load is prohibited from operating in this case.

[0103] See also Figure 4 If the current loop is located in the high-voltage battery pack, that is, the double-sided insulation faults (insulation faults 1 and 2) are both located in the high-voltage battery pack, then under the condition that the main positive contactor and the main negative contactor are both disconnected, the high voltage output by the external high-voltage electric drive system working in voltage mode cannot flow into the high-voltage battery pack through the disconnected main positive contactor and the main negative contactor and then cause electric shock to personnel through insulation exposure. Then, the motor can be allowed to generate electricity to provide high-voltage energy for the high-voltage load of the whole vehicle, so that the high-voltage load can work normally. At the same time, the drive of the hybrid vehicle is realized by the output of traditional power to maintain the basic driving ability of the hybrid vehicle.

[0104] See also Figure 5If the current loop is located outside the high-voltage battery pack, that is, the double-sided insulation faults (insulation faults 3 and 4) are both located outside the high-voltage battery pack, then when the main positive contactor and the main negative contactor are both disconnected, the voltage in the high-voltage battery pack cannot flow out to the vehicle end. By controlling the external high-voltage electric drive system to prohibit working in the voltage mode, the vehicle end will not generate high voltage, and the high-voltage load will be prohibited from working. Therefore, the driving of the hybrid vehicle can still be safely achieved with the output of traditional power to maintain the basic driving capability of the hybrid vehicle.

[0105] In some embodiments, the high-voltage load includes a heating system, which may be a PTC (Positive Temperature Coefficient Thermistor) heating system. The above-mentioned allowing the high-voltage load to work includes: controlling the heating system to work when receiving an instruction from the air-conditioning controller requesting the heating system to work; and controlling the heating system to work when it is determined that the high-voltage battery pack heating function needs to be turned on according to the current temperature of the high-voltage battery pack. In the case where the current loop is located in the high-voltage battery pack, that is, the insulation fault is located inside the high-voltage battery pack, if the air-conditioning controller requests the PTC heating system to work, then even if the vehicle controller receives the insulation fault information of the high-voltage system, it still allows the PTC heating system to work, so that the output voltage of the motor working in the power generation mode can provide the PTC heating system with a working voltage, so that the PTC heating system can continue to work, so that the function of the air conditioner in the hybrid vehicle is not affected by the insulation fault of the high-voltage system, and the functional availability of the vehicle is increased under the premise of safety.

[0106] When the current loop is located inside the high-voltage battery pack, if the high-voltage battery pack requests to turn on the high-voltage battery pack heating function based on the detected temperature inside the high-voltage battery pack, the vehicle controller will still allow the PTC heating system to operate even if it receives insulation fault information from the high-voltage system, thereby providing the PTC heating system with an operating voltage through the output voltage of the motor operating in the power generation mode, so that the PTC heating system can continue to work, and the high-voltage battery pack heating function is not affected by the insulation fault of the high-voltage system, thereby increasing the functional availability of the vehicle under the premise of safety.

[0107] In the case where the current loop is located outside the high-voltage battery pack, that is, the insulation fault is located outside the high-voltage battery pack, regardless of whether the air-conditioning controller requests the PTC heating system to work, the vehicle controller directly prohibits the PTC heating system from working after receiving the insulation fault information of the high-voltage system. In addition, regardless of whether the high-voltage battery pack requests to turn on the high-voltage battery pack heating function based on the detected temperature inside the high-voltage battery pack, the vehicle controller directly prohibits the PTC system from working after receiving the insulation fault information of the high-voltage system.

[0108] In some embodiments, the interaction logic diagram of each controller in the hybrid vehicle under insulation conditions can be referred to Figure 7 .

[0109] For example, Figure 7 As shown, the high-voltage battery pack controller can perform insulation fault detection, main contactor (main positive contactor and main negative contactor) control, and temperature detection of the high-voltage battery pack. The insulation fault detection here includes insulation fault detection when the main contactor is closed and insulation fault detection when the main contactor is disconnected. If the high-voltage battery pack controller detects a double-sided insulation fault when the main contactor is closed, it controls the main contactor to disconnect, and continues to perform insulation fault detection after the main contactor is disconnected, thereby locating the insulation fault. The high-voltage battery pack controller can send the insulation status and insulation position to the vehicle controller. The insulation status indicates whether an insulation fault occurs in the high-voltage system, and the insulation position is the location where the insulation fault occurs.

[0110] The engine controller can perform engine fault detection and send an engine fault signal to the vehicle controller. After the vehicle controller receives the engine fault signal, if it determines that the engine has a fault, it means that the engine fault detection result indicates that the engine is not allowed to continue to work. If the engine fault detection result indicates that the engine is allowed to continue to work, the vehicle controller can send an engine enable signal to the engine controller, so that in the event of an insulation fault, the engine controller can control the engine to drive the hybrid vehicle to continue driving.

[0111] When the vehicle controller determines that the motor is not allowed to operate in the power generation mode based on the location of the insulation fault, it sends a disable voltage mode signal to the motor controller. When the motor controller receives the disable voltage mode signal, it controls the motor to prohibit power generation. At the same time, the vehicle controller can also send a disable signal to the PTC heating system to prohibit the PTC heating system from operating. At this time, even if the air conditioning controller sends a request to turn on the signal, the PTC heating system will not work. In addition, the vehicle controller can also send a disable battery heating signal to the high-voltage battery pack controller to prohibit the use of the high-voltage battery pack heating function. At this time, even if the high-voltage battery pack controller determines to turn on the high-voltage battery pack heating function based on temperature detection, the high-voltage battery pack heating function will not actually be executed.

[0112] Based on the location of the insulation fault, the vehicle controller determines that the motor is allowed to operate in the power generation mode, and sends a voltage mode permission signal to the motor controller. When the motor controller receives the voltage mode permission signal, it controls the motor to operate in the power generation mode to generate electricity. At the same time, the vehicle controller also sends a permission signal to the PTC heating system to allow the PTC heating system to operate. At this time, if the air conditioning controller sends a request to open signal, the PTC heating system can operate normally. In addition, the vehicle controller can also send a battery heating permission signal to the high-voltage battery pack controller to allow the use of the high-voltage battery pack heating function.

[0113] The motor controller can also perform motor fault detection, and when a motor fault is detected, send a motor fault signal to the vehicle controller, so that the vehicle controller knows that the motor is currently faulty and cannot generate electricity. Alternatively, the above-mentioned voltage mode enabling signal can be specifically sent to the motor controller when the motor is not faulty, to ensure that the motor works in the power generation mode when there is no fault.

[0114] In an embodiment of the present application, by obtaining the specific location where the insulation fault occurs, the working path that may cause electric shock to people can be determined, and only the working path that may cause electric shock to people is disabled, so that the hybrid high-voltage system bypasses the working path that may cause electric shock to people when working, but still allows the working path that will not cause electric shock to people to be used normally, so that the vehicle can still be driven by traditional power, and more availability is added to the vehicle under the premise of safety.

[0115] Figure 8 It is a schematic diagram of the structure of a control device for a hybrid vehicle provided in an embodiment of the present application.

[0116] For example, Figure 8 As shown, the control device of the hybrid vehicle includes: a first detection module 801, which is used to perform insulation fault detection on the high-voltage system of the hybrid vehicle when the main positive contactor and the main negative contactor in the high-voltage battery pack are both in a closed state, and obtain a first insulation fault detection result; a control module 802, which is used to control the main positive contactor and the main negative contactor to be disconnected if the first insulation fault detection result indicates that an insulation fault occurs in the high-voltage system, and control the engine to drive the hybrid vehicle to travel; a second detection module 803, which is used to perform insulation fault detection on the high-voltage system when the main positive contactor and the main negative contactor are both in a disconnected state, and obtain a second insulation fault detection result; a determination module 804, which is used to determine the occurrence location of the insulation fault according to the first insulation fault detection result and the second insulation fault detection result; and a judgment module 805, which is used to judge whether the motor is allowed to work in the power generation mode according to the occurrence location of the insulation fault.

[0117] It is not difficult to find that the embodiment of the present application is a device embodiment corresponding to the above method embodiment, and the embodiment of the present application can be implemented in conjunction with the above method embodiment. The relevant technical details and technical effects mentioned in the above method embodiment are still valid in the embodiment of the present application, and will not be repeated here to reduce repetition.

[0118] Fig. 9 It is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application.

[0119] For example, Fig. 9 As shown, the vehicle 900 includes: a memory 901 and a processor 902, wherein the memory 901 stores an executable program code 9011, and the processor 902 is used to call and execute the executable program code 9011 to perform a control method for a hybrid vehicle.

[0120] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a control method for a hybrid vehicle provided in an embodiment of the present application.

[0121] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0122] In the case of dividing each functional module according to each function, the device may also include a first detection module, a control module, a second detection module, a determination module, a judgment module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0123] It should be understood that the device provided in this embodiment is used to execute the above-mentioned control method of a hybrid vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0124] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0125] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0126] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a hybrid vehicle control method provided in the above embodiments.

[0127] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a control method for a hybrid vehicle provided in the above embodiment.

[0128] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a control method for a hybrid vehicle provided in the above embodiment.

[0129] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0130] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned 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.

[0131] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0132] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A control method for a hybrid vehicle, characterized in that: The hybrid vehicle includes a high-voltage battery pack, an engine, and a motor, and the method includes: When the main positive contactor and the main negative contactor in the high-voltage battery pack are both in a closed state, performing insulation fault detection on the high-voltage system of the hybrid vehicle to obtain a first insulation fault detection result; If the first insulation fault detection result indicates that an insulation fault occurs in the high voltage system, the main positive contactor and the main negative contactor are controlled to be disconnected, and the engine is controlled to drive the hybrid vehicle to travel; When the main positive contactor and the main negative contactor are both in an open state, performing insulation fault detection on the high voltage system to obtain a second insulation fault detection result; Determining an occurrence location of the insulation fault according to the first insulation fault detection result and the second insulation fault detection result; According to the occurrence location of the insulation fault, determining whether a current loop can be formed at the occurrence location of the insulation fault; If the current loop can be formed, determining whether the current loop is located in the high-voltage battery pack; If the current loop is located inside the high-voltage battery pack, it is determined that the motor is allowed to operate in the power generation mode; if the current loop is located outside the high-voltage battery pack, it is determined that the motor is not allowed to operate in the power generation mode; If the current loop cannot be formed, it is determined that the motor is allowed to operate in the power generation mode.

2. The method according to claim 1, characterized in that The method further comprises: If the current loop is located in the high-voltage battery pack, the high-voltage load is allowed to operate; wherein the high-voltage load operates through the output voltage of the motor in the power generation mode; If the current loop is located outside the high-voltage battery pack, the high-voltage load is prohibited from operating.

3. The method according to claim 2, characterized in that The high voltage load includes a heating system; The above-mentioned high voltage load operation is allowed, including: When receiving an instruction from the air conditioning controller requesting the heating system to operate, controlling the heating system to operate; When it is determined according to the current temperature of the high-voltage battery pack that the high-voltage battery pack heating function needs to be turned on, the heating system is controlled to operate.

4. The method according to claim 1, characterized in that The step of judging whether a current loop can be formed at the location where the insulation fault occurs according to the location where the insulation fault occurs includes: In a case where the insulation fault occurs at a location including a positive electrode side in the high-voltage battery pack and a negative electrode side in the high-voltage battery pack, determining that a current loop can be formed at the location where the insulation fault occurs; In a case where the insulation fault occurs at a location including a positive electrode side outside the high-voltage battery pack and a negative electrode side outside the high-voltage battery pack, it is determined that a current loop can be formed at the location where the insulation fault occurs.

5. The method according to claim 1, characterized in that The determining whether the current loop is located in the high-voltage battery pack includes: In a case where the current loop is formed based on an insulation fault occurring in the high-voltage battery pack, determining that the current loop is located in the high-voltage battery pack; In a case where the current loop is formed based on an insulation fault occurring outside the high-voltage battery pack, it is determined that the current loop is located outside the high-voltage battery pack.

6. The method according to claim 1, characterized in that The step of determining the occurrence location of the insulation fault according to the first insulation fault detection result and the second insulation fault detection result includes: In the case where the first insulation fault detection result indicates that there is an insulation fault on the positive electrode side of the high-voltage bus, if the second insulation fault detection result indicates that the insulation fault is detected on the positive electrode side of the high-voltage bus, it is determined that the location where the insulation fault occurs includes the positive electrode side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the positive electrode side of the high-voltage bus, it is determined that the location where the insulation fault occurs includes the positive electrode side outside the high-voltage battery pack; In the case where the first insulation fault detection result indicates that an insulation fault exists on the negative pole side of the high-voltage bus, if the second insulation fault detection result indicates that an insulation fault is detected on the negative pole side of the high-voltage bus, then the location where the insulation fault occurs is determined to include the negative pole side inside the high-voltage battery pack; if the second insulation fault detection result indicates that no insulation fault is detected on the negative pole side of the high-voltage bus, then the location where the insulation fault occurs is determined to include the negative pole side outside the high-voltage battery pack.

7. The method according to claim 1, characterized in that The controlling the engine to drive the hybrid vehicle to travel includes: Obtaining a fault detection result of the engine by an engine controller on the engine; When the fault detection result indicates that the engine is allowed to continue to operate, the engine is controlled to drive the hybrid vehicle to travel.

8. A hybrid vehicle, characterized in that: The hybrid vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory, so that the hybrid vehicle executes the method according to any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

Images