Auxiliary power system overheating control method and device, vehicle, medium and product
By determining overheating conditions and compensating with engine torque, the method and device address reduced torque in 48V systems, enhancing driving experience and eliminating the need for costly cooling systems.
Patent Information
- Application Number
- CN202411146789.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-20
- Publication Date
- 2024-12-10
AI Technical Summary
The overheating of 48V auxiliary power systems in hybrid vehicles leads to reduced torque and compromised driving performance, necessitating costly cooling systems to mitigate user complaints about vehicle abnormalities.
A method and device that determine overheating conditions based on current operating data, set a target limit torque, and control the engine to compensate for the excess torque, thereby maintaining performance without additional cooling systems.
Improves user driving experience by ensuring consistent torque output despite overheating, eliminating the need for costly cooling systems and addressing reduced torque issues.
Smart Images
Figure CN119099579A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of hybrid vehicles, and in particular to a method, device, vehicle, medium and product for controlling overheating of an auxiliary power system. Background Art
[0002] With the continuous upgrading of vehicle electrical platforms, the power demand is also increasing. Therefore, energy conservation and emission reduction have become a common issue faced by automobile companies. 48V hybrid technology has the characteristics of low investment and obvious effect on vehicle energy conservation and emission reduction. It has been vigorously developed and widely used in recent years. However, any battery has an optimal operating temperature. When the 48V battery is at high temperature, the charging and discharging power of the battery will be greatly reduced.
[0003] When the user drives the vehicle, the 48V motor repeatedly assists and recovers, and the 48V battery is frequently charged and discharged. Especially after intense driving, the battery temperature will quickly reach 65°C. When this temperature point is reached, the 48V system will automatically limit the amount to maintain battery performance and service life. The 48V assist and recovery torque will be greatly reduced, especially when the assist torque is reduced to 40Nm. The vehicle accelerates more and more slowly, causing users to complain about vehicle abnormalities.
[0004] Related technologies mainly use air cooling or water cooling to extend the overheating time of the 48V battery. Although this method can alleviate the differences in users' perception of driving performance to a certain extent, the corresponding design cost and cooling system layout are quite difficult, and also increase some costs. Summary of the invention
[0005] The present application provides a method, device, vehicle, medium and product for controlling overheating of an auxiliary power system, so as to solve the problems such as poor user driving experience caused by limited torque due to overheating of the auxiliary power system.
[0006] A first aspect embodiment of the present application provides a method for controlling overheating of an auxiliary power system, comprising the following steps: obtaining current operating data of the auxiliary power system of a hybrid vehicle; determining that the auxiliary power system meets a preset overheating condition based on the current operating data, and then obtaining a target limit torque of the auxiliary power system; and controlling the engine of the hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque.
[0007] Optionally, the current operating data includes battery temperature, motor torque and motor temperature, and the preset overheating conditions include the following: the motor temperature is greater than or equal to a first preset temperature; the motor torque is less than the preset torque; the motor temperature is greater than or equal to a second preset temperature; the operating time of the hybrid vehicle is greater than the preset time.
[0008] Optionally, after determining that the auxiliary power system meets a preset overheating condition according to current operating data, the method further includes: determining a current overheating mode of the hybrid vehicle based on the current operating data; and determining a corresponding accelerator pedal curve based on the current overheating mode.
[0009] Optionally, before controlling the engine of the hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque, it also includes: obtaining the current speed of the engine; determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; and determining the torque portion that exceeds the target limit torque based on the required torque and the target limit torque.
[0010] Optionally, after determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve, it also includes: obtaining a first correspondence between the overheating mode and the torque filter coefficient; determining a corresponding torque filter coefficient based on the current overheating mode and the first correspondence; and filtering the required torque based on the corresponding filter coefficient.
[0011] Optionally, determining a current overheating mode of the hybrid vehicle based on current operating data includes: acquiring a second correspondence between the operating data and the overheating mode; and determining the current overheating mode of the hybrid vehicle based on the current operating data and the second correspondence.
[0012] The second aspect of the present application provides a control device for overheating of an auxiliary power system, including: an acquisition module, used to obtain current operating data of the auxiliary power system of a hybrid vehicle; a determination module, used to determine whether the auxiliary power system meets a preset overheating condition based on the current operating data, and then obtain the target limit torque of the auxiliary power system; a control module, used to control the engine of the hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque.
[0013] Optionally, the current operating data includes battery temperature, motor torque and motor temperature, and the preset overheating conditions include the following: the motor temperature is greater than or equal to a first preset temperature; the motor torque is less than the preset torque; the motor temperature is greater than or equal to a second preset temperature; the operating time of the hybrid vehicle is greater than the preset time.
[0014] Optionally, it also includes: a first determination module, which is used to determine the current overheating mode of the hybrid vehicle based on the current operating data after determining that the auxiliary power system meets the preset overheating condition according to the current operating data; and determine the corresponding accelerator pedal curve based on the current overheating mode.
[0015] Optionally, it also includes: a second determination module, which is used to obtain the current speed of the engine before controlling the engine of the hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque; determine the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; and determine the torque portion that exceeds the target limit torque based on the required torque and the target limit torque.
[0016] Optionally, it also includes: a filtering module, which is used to obtain a first correspondence between the overheating mode and the torque filter coefficient after determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; determine the corresponding torque filter coefficient based on the current overheating mode and the first correspondence; and filter the required torque based on the corresponding filter coefficient.
[0017] Optionally, the first determination module is further used to: obtain a second corresponding relationship between the operating data and the overheating mode; and determine a current overheating mode of the hybrid vehicle based on the current operating data and the second corresponding relationship.
[0018] A third aspect of the present application provides a hybrid vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to perform a method for controlling overheating of an auxiliary power system as in the above-mentioned embodiment.
[0019] A fourth aspect of the present application provides a computer-readable storage medium having a computer program or instructions stored thereon, and the computer program or instructions are executed by a processor to perform a method for controlling overheating of an auxiliary power system.
[0020] The fifth aspect of the present application provides a computer program product, including a computer program or instructions. When the computer program or instructions are executed, the method for controlling overheating of the auxiliary power system as in the above embodiment is implemented.
[0021] Therefore, this application has at least the following beneficial effects:
[0022] The embodiment of the present application can determine whether the auxiliary power system is in an overheating condition based on the current operating data of the auxiliary power system, and obtain the limiting torque of the auxiliary power system when it is overheated, and control the engine to compensate for the required torque part of the auxiliary power system that exceeds the limiting torque and is not output, so as to ensure that even if the auxiliary power system is overheated and the torque is limited, it still relies on the engine torque output to compensate for the reduced torque of the auxiliary power system, thereby avoiding the user's perception of the difference in power and driving performance, improving the user's driving experience, and there is no need to add an additional cooling system to reduce the temperature and alleviate the user's perception difference, and the cost is low. Therefore, the technical problems such as the poor user driving experience caused by the limited torque of the auxiliary power system due to overheating are solved.
[0023] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS
[0024] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:
[0025] Figure 1 A schematic diagram of a powertrain topology of a hybrid vehicle equipped with a 48V system according to an embodiment of the present application;
[0026] Figure 2 This is a schematic diagram of the discharge power and temperature of a 48V battery;
[0027] Figure 3 It is a schematic diagram of the temperature variation curve of a 48V battery;
[0028] Figure 4 A flowchart of a method for controlling overheating of an auxiliary power system provided according to an embodiment of the present application;
[0029] Figure 5 A flow chart of a 48V system overheating control strategy provided according to an embodiment of the present application;
[0030] Figure 6 is a schematic diagram of accelerator pedal curves in different modes provided according to an embodiment of the present application;
[0031] Figure 7 is a schematic diagram of filtered torque at different battery temperatures provided according to an embodiment of the present application;
[0032] Figure 8 A schematic diagram of a control device for overheating of an auxiliary power system provided according to an embodiment of the present application;
[0033] Fig. 9 It is a schematic diagram of the structure of a hybrid vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION
[0034] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.
[0035] It should be noted that the auxiliary power system of the present application takes a 48V system as an example, and other auxiliary power systems may also be applicable. Before describing the solution of the present application, a hybrid vehicle currently equipped with a 48V system is first introduced.
[0036] Vehicles equipped with a 48V hybrid system are based on traditional vehicles, with the addition of a BSG (Belt-Driven Starter Generator) motor, a 48V battery pack, and a DC-DC (DC-DC converter) converter. Figure 1 When the vehicle accelerates, the 48V battery supplies power to the BSG motor through DCDC, ensuring that the engine works in the best working condition while enabling the vehicle to obtain better power performance; when the vehicle is coasting or braking, the BSG motor converts excess kinetic energy into electrical energy and stores it in the 48V battery through DCDC, recovering the energy for subsequent vehicle assistance and the power requirements of the vehicle's electrical system.
[0037] However, for any battery, there is an optimal operating temperature. When the 48V battery is at high temperature, the charging and discharging power of the battery will be greatly reduced. Figure 2 As shown, in the case of overheating, the 48V system will actively limit the battery to maintain battery performance and service life. The 48V power and recovery torque will be greatly reduced, especially the power torque is reduced by 40Nm. The vehicle accelerates more and more slowly, causing users to complain about vehicle abnormalities. The 48V battery temperature change curve is shown in Figure 3 shown.
[0038] To this end, the present application provides a method for controlling overheating of an auxiliary power system. In this method, there is no need to use air cooling or water cooling forced cooling as in the prior art. It is only necessary to determine whether the auxiliary power system is in an overheating condition based on the current operating data of the auxiliary power system, and obtain the limiting torque of the auxiliary power system when it is overheating in the case of overheating, and control the engine to compensate for the part of the required torque of the auxiliary power system that exceeds the limiting torque but is not output, to ensure that even if the auxiliary power system is overheated and the torque is limited, it still relies on the engine torque output to compensate for the reduced torque of the auxiliary power system, thereby avoiding the user's perception of differences in power and drivability, and improving the user's driving experience.
[0039] Specifically, Figure 4 A flow chart of a method for controlling overheating of an auxiliary power system provided in an embodiment of the present application.
[0040] like Figure 4 As shown, the auxiliary power system overheating control method includes the following steps:
[0041] In step S101 , current operating data of an auxiliary power system of a hybrid vehicle is acquired.
[0042] Among them, the current operating data includes battery temperature, motor torque and motor temperature, etc.
[0043] In step S102 , it is determined according to current operating data that the auxiliary power system meets a preset overheating condition, and then a target limit torque of the auxiliary power system is obtained.
[0044] Among them, the preset overheating conditions include the following: the motor temperature is greater than or equal to the first preset temperature; the motor torque is less than the preset torque; the motor temperature is greater than the second preset temperature; the running time of the hybrid vehicle is greater than the preset time. The first preset temperature, the second preset temperature, the preset torque, and the preset time can all be set according to the specific situation, and there is no specific limitation on this.
[0045] It can be understood that the embodiment of the present application can determine whether the auxiliary power system meets the preset overheating condition based on the current operating data. If the preset overheating condition is met, it indicates that the torque of the auxiliary power system is limited at this time, and the target limit torque of the auxiliary power system when overheating occurs is obtained, that is, the maximum torque that can be output when the auxiliary power system is overheated and the torque is limited.
[0046] Taking the 48V system as an example, the first preset temperature is 55°C, the second preset temperature is 120°C, the preset torque is 25Nm, and the preset time is 30min.
[0047] If the 48V battery temperature is greater than or equal to 55°C, the 48V motor torque is less than 25Nm, the 48V motor temperature is greater than or equal to 120°C, and the running time of the hybrid vehicle is greater than 30 minutes, it is determined that the 48V system is overheated.
[0048] In an embodiment of the present application, after determining that the auxiliary power system meets the preset overheating condition based on the current operating data, it also includes: determining the current overheating mode of the hybrid vehicle based on the current operating data; and determining the corresponding accelerator pedal curve based on the current overheating mode.
[0049] The overheating mode includes a first failure mode (A mode) and a second failure mode (B mode), and the temperature of the second failure mode exceeds the temperature of the first failure mode.
[0050] It is understandable that the embodiment of the present application can also determine the overheating mode of the hybrid vehicle according to the current operating data, and determine the corresponding accelerator pedal curve based on the current overheating mode.
[0051] Since different overheating modes correspond to different throttle pedal curves, the embodiment of the present application can determine the overheating mode based on the current operating data after the auxiliary power system overheats, which can also be understood as the overheating level, and determine the corresponding throttle pedal curve based on the overheating mode to subsequently determine the required torque of the hybrid vehicle under different overheating modes.
[0052] In an embodiment of the present application, determining the current overheating mode of the hybrid vehicle based on current operating data includes: acquiring a second correspondence between the operating data and the overheating mode; and determining the current overheating mode of the hybrid vehicle based on the current operating data and the second correspondence.
[0053] It can be understood that the embodiment of the present application can determine the current overheating mode of the hybrid vehicle by searching for a corresponding relationship based on the current operating data.
[0054] In step S103 , the engine of the hybrid vehicle is controlled to make up for the torque portion of the required torque that exceeds the target limit torque.
[0055] It can be understood that the embodiment of the present application can control the engine of the hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque, thereby preventing the user from perceiving the difference in power and drivability, and improving the user's driving experience.
[0056] In an embodiment of the present application, before controlling the engine of a hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque, it also includes: obtaining the current speed of the engine; determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; and determining the torque portion that exceeds the target limit torque based on the required torque and the target limit torque.
[0057] It is understandable that the embodiment of the present application can determine the required torque of the hybrid vehicle according to the engine speed and the corresponding accelerator pedal curve in the current overheating mode, and determine the torque portion exceeding the target limit torque based on the required torque and the target limit torque.
[0058] In an embodiment of the present application, after determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve, it includes: obtaining a second correspondence between the overheating mode and the torque filter coefficient; determining the corresponding torque filter coefficient based on the current overheating mode and the second correspondence; and filtering the required torque based on the corresponding filter coefficient.
[0059] Since the torque output of the 48V system is limited when it is overheated, the torque filter coefficient will be reduced to improve transient response, so that it can respond to the driver's operation more quickly to ensure that even if the 48V system cannot provide the expected auxiliary torque, the hybrid vehicle can quickly provide sufficient power. Therefore, the embodiment of the present application can obtain a second correspondence between the overheating mode and the torque filter coefficient, and determine the corresponding torque filter coefficient based on the current overheating mode and the second correspondence, and filter the required torque based on the corresponding torque filter coefficient.
[0060] The following is a specific embodiment to illustrate the control method of overheating of the auxiliary power system of the present application. Taking the 48V system as an example, the control strategy is as follows: Figure 5 As shown, the following steps are included:
[0061] 1. The system monitors key parameters of the 48V system.
[0062] 1. 48V battery temperature, used to determine whether the 48V battery is overheated;
[0063] 2. 48V battery charging and discharging power, used to determine whether the 48V battery power is limited;
[0064] 3. 48V motor temperature, used to determine whether the 48V motor temperature is overheated;
[0065] 4. 48V motor torque, used to determine whether the 48V motor torque is limited;
[0066] 5. DCDC temperature is used to determine whether the DCDC is overheated;
[0067] 6. Engine speed, used to monitor engine status;
[0068] 7. Vehicle speed, used to monitor vehicle status;
[0069] 8. Accelerator pedal opening, used to monitor vehicle status;
[0070] 2. Determine the 48V system failure state A (equivalent to the first failure mode in the overheating mode of the present application).
[0071] When the vehicle is running and meets the following conditions, it can be identified as 48V system failure A state.
[0072] 1. 48V battery temperature is [55℃, 65℃];
[0073] 2. 48V motor torque is [15Nm, 25Nm];
[0074] 3. 48V motor temperature is [120℃, 135℃];
[0075] 4. Vehicle running time ≥ 30min.
[0076] After activating the Failure A state, the system intelligently switches the accelerator pedal curve and the required torque filter coefficient.
[0077] 3. Determine the 48V system failure state B (equivalent to the second failure mode in the overheating mode of this application).
[0078] When the vehicle is running and meets the following conditions, it can be identified as 48V system failure B state.
[0079] 1. 48V battery temperature>65℃;
[0080] 2. 48V motor torque <15Nm;
[0081] 2. 48V motor temperature>135℃;
[0082] 3. Vehicle running time ≥ 30min.
[0083] After activating the Failure B state, the system intelligently switches the accelerator pedal curve and the required torque filter coefficient.
[0084] The details are as follows: When the system recognizes that the 48V system fails, it will automatically switch to a different driving mode, that is, different overheating modes correspond to different accelerator pedal demand torques, such as Figure 6 As shown, Figure 6 Driving mode A in the figure is equivalent to overheating mode A, and driving mode B is equivalent to overheating mode B, that is, at the same throttle opening, the engine output torque increases to compensate for the insufficient power assistance of the 48V motor. At the same time, in order to improve transient response, reduce the torque filter coefficient, and quickly compensate for the driving performance difference caused by insufficient torque when the 48V system fails, the filtered demand torque at different 48V system battery temperatures is as follows: Figure 7 shown.
[0085] In addition, it is also possible to activate different transmission shift MAPs, that is, activate different transmission shift strategies or logics, and delay upshifting to increase the engine speed and improve power response.
[0086] Specifically, the above embodiment is based on the existing vehicle driving mode and adds a driving mode in which the 48V system fails (which can be extended to scenarios where the battery capacity is limited, such as low temperature). That is, when it is detected that the 48V battery is higher than different limit values, different driving modes are switched, and the corresponding throttle pedal curve and demand torque filter are adjusted with different data to ensure that even if the 48V battery is overheated and the torque is limited, the engine torque output can still compensate for the reduced torque of the 48V system, thereby avoiding users from perceiving differences in power and drivability, and improving users' driving experience.
[0087] According to the control method for overheating of the auxiliary power system proposed in the embodiment of the present application, it is possible to determine whether the auxiliary power system is in an overheating condition based on the current operating data of the auxiliary power system, and obtain the limiting torque of the auxiliary power system when it is overheating in the case of overheating, and control the engine to compensate for the part of the required torque of the auxiliary power system that exceeds the limiting torque but is not output, thereby ensuring that even when the auxiliary power system is overheated and the torque is limited, it still relies on the engine torque output to compensate for the reduced torque of the auxiliary power system, thereby avoiding the user's perception of differences in power and drivability, improving the user's driving experience, and without the need to additionally add a cooling system for cooling to alleviate the user's perceived differences, and the cost is low.
[0088] Next, the auxiliary power system overheating control device proposed in the embodiment of the present application is described with reference to the accompanying drawings.
[0089] Figure 8 It is a block diagram of a control device for overheating of an auxiliary power system according to an embodiment of the present application.
[0090] like Figure 8 As shown, the auxiliary power system overheat control device 10 includes: an acquisition module 100 , a determination module 200 and a control module 300 .
[0091] Among them, the acquisition module 100 is used to obtain the current operating data of the auxiliary power system of the hybrid vehicle; the determination module 200 is used to determine whether the auxiliary power system meets the preset overheating condition based on the current operating data, and then obtain the target limit torque of the auxiliary power system; the control module 300 is used to control the engine of the hybrid vehicle to make up for the torque portion of the required torque that exceeds the target limit torque.
[0092] In an embodiment of the present application, the current operating data includes battery temperature, motor torque and motor temperature, and the preset overheating conditions include the following: the motor temperature is greater than or equal to a first preset temperature; the motor torque is less than the preset torque; the motor temperature is greater than or equal to a second preset temperature; the operating time of the hybrid vehicle is greater than the preset time.
[0093] In the embodiment of the present application, the device 10 of the embodiment of the present application further includes: a first determination module.
[0094] Among them, the first determination module is used to determine the current overheating mode of the hybrid vehicle based on the current operating data after determining that the auxiliary power system meets the preset overheating condition according to the current operating data; and determine the corresponding accelerator pedal curve based on the current overheating mode.
[0095] In the embodiment of the present application, the device 10 of the embodiment of the present application further includes: a second determination module.
[0096] Among them, the second determination module is used to obtain the current speed of the engine before controlling the engine of the hybrid vehicle to make up for the torque part of the required torque that exceeds the target limit torque; determine the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; and determine the torque part that exceeds the target limit torque based on the required torque and the target limit torque.
[0097] In the embodiment of the present application, the device 10 of the embodiment of the present application further includes: a filtering module.
[0098] Among them, the filtering module is used to obtain a first correspondence between the overheating mode and the torque filter coefficient after determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; determine the corresponding torque filter coefficient based on the current overheating mode and the first correspondence; and filter the required torque based on the corresponding filter coefficient.
[0099] In the embodiment of the present application, the first determination module is further used to: obtain a second correspondence between operating data and overheating mode; and determine a current overheating mode of the hybrid vehicle based on the current operating data and the second correspondence.
[0100] It should be noted that the above explanation of the auxiliary power system overheating control method embodiment is also applicable to the auxiliary power system overheating control device of this embodiment, which will not be repeated here.
[0101] The control device for overheating of the auxiliary power system proposed in the embodiment of the present application can determine whether the auxiliary power system is in an overheating condition based on the current operating data of the auxiliary power system, and obtain the limiting torque of the auxiliary power system when it is overheating in the case of overheating, and control the engine to compensate for the part of the required torque of the auxiliary power system that exceeds the limiting torque but is not output, thereby ensuring that even if the auxiliary power system is overheated and the torque is limited, it still relies on the engine torque output to compensate for the reduced torque of the auxiliary power system, thereby avoiding the user's perception of the difference in power and drivability, improving the user's driving experience, and there is no need to add an additional cooling system for cooling to alleviate the user's perceived difference, and the cost is low.
[0102] Fig. 9 A schematic diagram of the structure of a hybrid vehicle provided in an embodiment of the present application. The hybrid vehicle may include:
[0103] A memory 901 , a processor 902 , and a computer program stored in the memory 901 and executable on the processor 902 .
[0104] When the processor 902 executes the program, the auxiliary power system overheating control method provided in the above embodiment is implemented.
[0105] Furthermore, the hybrid vehicle further comprises:
[0106] The communication interface 903 is used for communication between the memory 901 and the processor 902 .
[0107] The memory 901 is used to store computer programs that can be executed on the processor 902 .
[0108] The memory 901 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.
[0109] If the memory 901, the processor 902 and the communication interface 903 are implemented independently, the communication interface 903, the memory 901 and the processor 902 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig. 9 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.
[0110] Optionally, in a specific implementation, if the memory 901, the processor 902 and the communication interface 903 are integrated on a chip, the memory 901, the processor 902 and the communication interface 903 can communicate with each other through an internal interface.
[0111] The processor 902 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.
[0112] An embodiment of the present application also provides a computer-readable storage medium having a computer program or instruction stored thereon. When the computer program or instruction is executed by a processor, the auxiliary power system overheating control method as described above is implemented.
[0113] An embodiment of the present application also provides a computer program product, including a computer program or instructions, which, when executed, implements the above auxiliary power system overheating control method.
[0114] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.
[0115] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.
[0116] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.
[0117] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one or a combination of multiple of the following technologies known in the art: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.
[0118] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.
Claims
1. A method for controlling overheating of an auxiliary power system, characterized in that: The following steps are involved: Acquiring current operating data of an auxiliary power system of a hybrid vehicle; Determining, according to the current operating data, that the auxiliary power system meets a preset overheating condition, then obtaining a target limit torque of the auxiliary power system; An engine of the hybrid vehicle is controlled to supplement a torque portion of a demand torque exceeding a target limit torque.
2. The auxiliary power system overheating control method according to claim 1, characterized in that: The current operating data includes battery temperature, motor torque and motor temperature, and the preset overheating conditions include the following: The motor temperature is greater than or equal to a first preset temperature; The motor torque is less than the preset torque; The motor temperature is greater than or equal to a second preset temperature; The operating time of the hybrid vehicle is greater than a preset time.
3. The auxiliary power system overheating control method according to claim 1, characterized in that: After determining, according to the current operating data, that the auxiliary power system meets a preset overheating condition, the method further includes: determining a current overheat mode of the hybrid vehicle based on the current operating data; A corresponding accelerator pedal curve is determined based on the current overheating mode.
4. The auxiliary power system overheating control method according to claim 3, characterized in that: Before controlling the engine of the hybrid vehicle to make up for the torque portion of the required torque exceeding the target limit torque, the method further includes: Obtaining the current speed of the engine; determining a required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve; The portion of the torque exceeding the target limit torque is determined based on the demand torque and the target limit torque.
5. The auxiliary power system overheating control method according to claim 4, characterized in that: After determining the required torque of the hybrid vehicle based on the current speed and the accelerator pedal curve, the method further includes: Obtaining a first corresponding relationship between an overheating mode and a torque filter coefficient; determining a corresponding torque filter coefficient based on the current overheating mode and the first corresponding relationship; The demand torque is filtered based on the corresponding filter coefficient.
6. The method for controlling overheating of an auxiliary power system according to claim 3, wherein determining the current overheating mode of the hybrid vehicle based on the current operating data comprises: Acquire a second correspondence between the operating data and the overheating mode; A current overheating mode of the hybrid vehicle is determined based on the current operating data and a second correspondence.
7. A control device for overheating of an auxiliary power system, characterized in that: include: An acquisition module, used to acquire current operating data of an auxiliary power system of a hybrid vehicle; a determination module, configured to determine, based on the current operating data, that the auxiliary power system satisfies a preset overheating condition, and then obtain a target limit torque of the auxiliary power system; The control module is used to control the engine of the hybrid vehicle to make up for the torque portion of the demand torque exceeding the target limit torque.
8. A hybrid vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for controlling overheating of an auxiliary power system as described in any one of claims 1 to 6.
9. A computer-readable storage medium having a computer program or instruction stored thereon, characterized in that: The computer program or instruction is executed by a processor to implement the auxiliary power system overheating control method as described in any one of claims 1-6.
10. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed, the auxiliary power system overheating control method as described in any one of claims 1 to 6 is implemented.