Control method and device of hybrid vehicle and vehicle control unit

Abstract

The embodiment of the invention relates to a control method and device for a hybrid vehicle and a vehicle control unit, and the method comprises the steps that when it is determined that a power battery meets a preset power-off condition, an engine is controlled to drive the vehicle according to the current motor torque of a first motor, and the torque of the first motor and the torque of a second motor are controlled to be reduced to zero, the first motor is located between the engine and the transmission. The second motor is located at the front end of the engine and connected with a crankshaft of the engine. And when the first motor and the second motor both meet the preset zero torque entering condition, the first motor and the second motor are controlled to enter a preset standby mode. According to the technical scheme, the problems of overtemperature of the power battery, serious fluctuation of voltage and the like caused by the fact that the motor is directly controlled to enter the preset standby mode from the torque working mode when the power battery of the vehicle has a fault needing to be powered off are solved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a control method and device for a hybrid vehicle and a vehicle controller. Background Art

[0002] In order to meet the current requirements for fuel consumption and exhaust emissions, hybrid vehicles are becoming more and more popular. A hybrid vehicle refers to a vehicle whose drive system is composed of two or more single drive systems that can operate simultaneously. The vehicle's driving power is provided by a single drive system alone or together according to the actual vehicle driving state. Among them, a more common hybrid vehicle is a dual-motor hybrid vehicle, which includes at least three operating modes: pure electric mode, series mode, parallel mode, etc.

[0003] In the related art, a hybrid electric vehicle may have some serious faults in its power battery that require power off during driving. When the fault is identified, if the motor continues to operate in the torque control mode, due to the lack of the battery as an energy "buffer" device, the voltage of the controller area network (CAN) bus may exceed the threshold and cause an overvoltage fault. Therefore, the motor will be requested to enter a preset standby state.

[0004] However, after identifying that a power battery failure has occurred that requires power off, directly controlling the motor to enter a preset standby mode will cause a sudden change in the power battery load. This sudden change may cause the power battery to overheat, or experience severe voltage fluctuations. Summary of the invention

[0005] In order to solve the above technical problems or at least partially solve the above-mentioned technical problems that when a power battery of a vehicle has a fault that requires power off, the motor is directly controlled from a torque working mode to a preset standby mode, resulting in power battery overheating and serious voltage fluctuations, the present disclosure provides a control method, device and vehicle controller for a hybrid vehicle.

[0006] An embodiment of the present disclosure provides a control method for a hybrid vehicle, the method comprising: when it is determined that a power battery meets a preset power-off condition, controlling the engine to drive the vehicle according to the current motor torque of the first motor, and controlling the first motor and the second motor to reduce to zero torque, wherein the first motor is located between the engine and the transmission, and the second motor is located at the front end of the engine and connected to the crankshaft of the engine; when both the first motor and the second motor meet a preset zero torque entry condition, controlling the first motor and the second motor to enter a preset standby mode.

[0007] An embodiment of the present disclosure also provides a control device for a hybrid vehicle, the device comprising: a first control module, for controlling the engine to drive the vehicle according to the current motor torque of the first motor when it is determined that the power battery meets a preset power-off condition, and controlling the first motor and the second motor to reduce to zero torque, wherein the first motor is located between the engine and the transmission, and the second motor is located at the front end of the engine and connected to the crankshaft of the engine; a second control module, for controlling the first motor and the second motor to enter a preset standby mode when both the first motor and the second motor meet a preset zero torque entry condition.

[0008] The embodiment of the present disclosure also provides a vehicle controller, which includes: a processor; a memory for storing executable instructions of the processor; the processor is used to read the executable instructions from the memory and execute the instructions to implement the control method of the hybrid vehicle provided in the embodiment of the present disclosure.

[0009] The embodiment of the present disclosure further provides a computer-readable storage medium, wherein the storage medium stores a computer program, and the computer program is used to execute the control method of the hybrid vehicle provided by the embodiment of the present disclosure.

[0010] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0011] The control scheme of the hybrid vehicle provided by the embodiment of the present disclosure controls the engine to drive the vehicle according to the current motor torque of the first motor when it is determined that the power battery meets the preset power-off condition, and controls the first motor and the second motor to reduce to zero torque, wherein the first motor is located between the engine and the transmission, the second motor is located at the front end of the engine and connected to the crankshaft of the engine, and when both the first motor and the second motor meet the preset zero torque entry condition, the first motor and the second motor are controlled to enter the preset standby mode. In this technical scheme, when the power battery of the vehicle has a fault that requires power off, the motor is directly controlled to enter the preset standby mode from the torque working mode, which leads to problems such as overheating of the power battery and severe voltage fluctuations, and it is ensured that the vehicle can also drive when the power battery has a power-off fault, thereby ensuring driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0013] Figure 1 A schematic diagram of a hybrid vehicle operation mode provided by an embodiment of the present disclosure;

[0014] Figure 2 A schematic flow chart of a control method for a hybrid vehicle provided in an embodiment of the present disclosure;

[0015] Figure 3 A schematic flow chart of another hybrid vehicle control method provided by an embodiment of the present disclosure;

[0016] Figure 4 A flow chart of a method for controlling a vehicle in multiple working modes provided by an embodiment of the present disclosure;

[0017] Figure 5 A schematic structural diagram of a control device for a hybrid vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0018] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0019] It should be understood that the various steps described in the method embodiments of the present disclosure may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present disclosure is not limited in this respect.

[0020] The term "including" and its variations used herein are open inclusions, i.e., "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the following description.

[0021] It should be noted that the concepts such as "first" and "second" mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0022] It should be noted that the modifications of "one" and "plurality" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0023] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0024] As mentioned above, in a hybrid vehicle, if a power battery failure occurs, if the motor is directly controlled to enter the preset standby mode, the load of the power battery will suddenly change, thereby causing the power battery to overheat, the voltage to fluctuate severely, and other problems. Therefore, in order to solve this technical problem, the disclosed embodiment provides a control method for a hybrid vehicle, in which the problems of overheating of the power battery, severe voltage fluctuations, etc. are reduced, and it is ensured that the vehicle can continue to drive when a serious power battery failure occurs, avoiding the safety hazard caused by the sudden breakdown of the vehicle.

[0025] For the convenience of explanation, the hybrid vehicle of the embodiment of the present disclosure is a dual-motor hybrid vehicle, wherein the working modes of the dual-motor hybrid vehicle include at least pure electric mode, series mode, parallel mode, etc., wherein the dual motors include P1 and P2, wherein P2 is located between the engine and the transmission in the vehicle (the first motor in the subsequent embodiments), and P1 is located at the front end of the engine and connected to the crankshaft of the engine (the second motor in the subsequent embodiments). The control methods of other hybrid vehicles containing multiple motors are similar to the control methods of this embodiment, and are not listed one by one.

[0026] Reference Figure 1 In series mode and pure electric mode, P2 drives the wheels. In series mode and pure electric mode, the C0 clutch is not engaged, the engine charges the battery through P1, and P2 drives the wheels. In parallel mode, the C0 clutch is engaged and the engine directly drives the wheels. In the actual operation of the vehicle, the idle mode may occur due to the driver's braking operation. In the idle mode, refer to the parallel mode, the C0 clutch is engaged, and the wheels are in an idle state.

[0027] The method is introduced below in conjunction with specific embodiments.

[0028] Figure 2 The present invention provides a flow chart of a control method for a hybrid vehicle, which can be executed by a control device of a hybrid vehicle, wherein the device can be implemented by software and / or hardware, and can generally be integrated into a vehicle controller. Figure 2 As shown, the method includes:

[0029] Step 201, when it is determined that the power battery meets the preset power-off condition, the engine is controlled to drive the vehicle according to the current motor torque of the first motor, and the first motor and the second motor are controlled to be reduced to zero torque, wherein the first motor is located between the engine and the transmission, and the second motor is located at the front end of the engine and connected to the crankshaft of the engine.

[0030] In one embodiment of the present disclosure, when it is determined that the power battery meets the preset power-off condition, the engine is controlled to drive the vehicle according to the current motor torque of the first motor. As mentioned above, in the series mode or the pure electric mode, the engine charges the power battery by driving P1, and in the parallel mode, the engine can directly drive the wheels and will no longer charge the power battery. At this time, even if the power battery has a fault that requires power off, since the power battery is no longer charged, it will not cause problems such as power battery overheating and severe voltage fluctuations. Therefore, in an embodiment of the present disclosure, when it is determined that the power battery meets the preset power-off condition, that is, when the power battery has a fault that requires power off, the engine is controlled to drive the vehicle according to the current motor torque of the first motor, that is, the vehicle is controlled not to continue to operate in the series mode or the pure electric mode.

[0031] Among them, in some possible embodiments, the step of determining whether the power battery meets the preset power-off condition may include: obtaining a battery fault signal sent by a battery controller (Battery Management System, BMS), wherein the BMS is used to monitor the energy storage status of the power battery, and when an energy storage abnormality is detected, it will send a battery fault signal. In order to determine whether the current fault type of the power battery is a serious fault that requires power off, it is necessary to determine whether the power battery meets the preset power-off condition based on the battery fault signal.

[0032] It should be noted that in different application scenarios, the methods for determining whether the power battery meets the preset power-off condition according to the battery fault signal are different, as shown below:

[0033] In some possible examples, the battery controller may monitor status information of the power battery, and query a preset battery fault characteristic curve according to the status information, wherein the battery fault characteristic curve includes a correspondence between the status information and the fault level of the power battery, thereby determining the queried battery fault level, and the battery fault signal carries the battery fault level, thereby determining whether the battery fault level is greater than the preset battery fault level, wherein if the battery fault level is greater than the preset battery fault level, it is determined that the preset power-off condition is met, that is, if the battery fault level is greater than the preset battery fault level, it indicates that the current battery fault of the power battery is more serious and needs to be powered off.

[0034] In some possible examples, whether the power battery meets the preset power-off condition is determined according to the real-time voltage of the power battery. When it is detected that the voltage of the power battery is less than the preset voltage lower limit, it is determined that the power battery meets the preset power-off condition, etc. Wherein, when the voltage of the power battery is less than the preset voltage lower limit, it may be caused by loose or corroded battery wiring inside the power battery, resulting in the power battery being unable to provide voltage normally, and a NO voltage (Undervoltage Detection Circuit, UDC) fault occurs.

[0035] In this embodiment, when it is determined that the power battery meets the preset power-off condition, in this embodiment, the relevant motor is not directly controlled to enter the preset standby mode, but the current motor torque of the first motor in the vehicle is determined, that is, the current motor torque of P2 is determined, and the engine is controlled to drive the vehicle according to the current motor torque.

[0036] In the embodiment of the present disclosure, the engine is controlled to drive the vehicle according to the current motor torque, that is, the engine no longer charges the power battery through P1, which not only avoids problems such as overheating of the power battery and severe voltage fluctuations, but also controls the engine to start and run with the current motor torque of P2, so that the motor torque of P2 is exchanged to the engine, ensuring the continued driving of the vehicle and avoiding the problem of safety hazards caused by the vehicle suddenly stopping and breaking down due to lack of power.

[0037] In an embodiment of the present disclosure, the first motor and the second motor are also controlled to be reduced to zero torque to reduce the load on the power battery.

[0038] Among them, when the first motor and the second motor are reduced to zero torque, in order to further avoid sudden load changes on the power battery, the torque reduction slopes of the first motor and the second motor can be determined respectively, and the torque of the corresponding motor can be reduced according to the torque reduction slopes.

[0039] In some possible embodiments, since a fault occurs in the power battery that requires power off, the battery will be powered off within a shorter preset power-off preparation time, for example, within 0.5 seconds. Therefore, it is necessary to ensure that the torque of the first motor and the second motor is reduced to zero torque within the preset power-off preparation time.

[0040] In this embodiment, a first ratio of the current initial torque of the first motor to the preset power-off preparation time can be calculated, and the absolute value of the initial torque reduction slope of the first motor is determined according to the first ratio. Then, a first sum of the absolute value of the initial torque reduction slope and the preset torque correction value is calculated, and the first sum is determined to be the absolute value of the torque reduction slope of the first motor, wherein the preset torque correction value is a relatively small positive value to ensure that the first motor can be reduced to zero torque within the preset power-off preparation time. The torque reduction slope is a negative value.

[0041] In this embodiment, a second ratio of the current initial torque of the second motor and the preset power-off preparation time can be calculated, and the absolute value of the initial torque reduction slope of the second motor can be determined based on the second ratio. Then, the second summation of the absolute value of the initial torque reduction slope and the preset torque correction value is calculated, and the second summation value is determined to be the absolute value of the torque reduction slope of the second motor, wherein the preset torque correction value is a relatively small positive value to ensure that the second motor can be reduced to zero torque within the preset power-off preparation time.

[0042] Step 202 : When both the first motor and the second motor meet a preset zero torque entry condition, control the first motor and the second motor to enter a preset standby mode.

[0043] In this embodiment, when both the first motor and the second motor meet the preset zero torque entry condition, it can be determined that the first motor and the second motor have reduced the torque to zero, or close to zero. When the first motor and the second motor meet the preset zero torque entry condition, the first motor and the second motor achieve torque unloading, thereby controlling the first motor and the second motor to enter a preset standby mode, wherein the preset standby mode can be understood as a stand by mode, etc. In this mode, the first motor and the second motor are in a standby torque-free state, but can quickly respond to a start command to enter a working state.

[0044] In one embodiment of the present disclosure, when the first motor and the second motor enter the preset standby mode, the relay of the power battery can also be controlled to be disconnected. When the first motor and the second motor enter the preset standby mode, the relay of the power battery is controlled to be disconnected. At this time, when the power battery is disconnected, the first motor and the second motor have entered the zero torque state, and the output / input current of the power battery is close to 0. Therefore, the power battery will not have a sudden load change, and thus, there will be no problems such as overheating of the power battery and serious voltage fluctuations. Among them, whether the first motor and the second motor enter the preset standby mode can be determined by the transmission control unit.

[0045] It should be understood that after the first motor meets the preset zero torque entry condition, the first motor may still have a part of torque due to inertia, that is, in some possible embodiments, the preset zero torque entry condition includes: the torque difference between the real-time torque of the corresponding motor and the zero torque is less than the preset torque difference threshold, wherein, when the preset torque difference threshold is greater than 0, even if the first motor meets the preset zero torque entry condition, the first motor is not actually in a zero torque state, therefore, in order to further improve driving comfort, the torque of the first motor can also be compensated to the engine. In this embodiment, the actual operating torque of the first motor can be obtained, and the current engine torque of the engine can be controlled to increase the actual operating torque.

[0046] In the actual implementation process, in order to further ensure the safety of the power battery, before controlling the engine to drive the vehicle according to the current motor torque, the cooling pump can also be controlled to operate according to the preset cooling pump speed upper limit, that is, the cooling pump is controlled to operate at the maximum speed to avoid engine overheating damage. In this embodiment, the output voltage of the low-voltage end of the DC voltage converter (DC-DC is a power converter that converts a fixed DC voltage into a reduced DC voltage) in the vehicle is also controlled to be a preset target voltage, wherein the preset target voltage is 14V, etc., to avoid overcharging of the power battery.

[0047] In this embodiment, in order to avoid engine overheating, the engine speed is also controlled to be less than a preset engine speed upper limit when the engine is running, wherein the preset engine speed upper limit can be set according to scene requirements, for example, the preset engine speed upper limit can be 3000 rpm, etc.

[0048] In one embodiment of the present disclosure, in order to further ensure the safety of the motor, it is also monitored whether the real-time operating voltage of the first motor and the second motor falls within a preset voltage range, wherein the preset voltage range is a voltage range in which the first motor and the second motor can work normally. When the real-time operating voltage of the first motor does not fall within the preset voltage range, a fault alarm is performed for the first motor. For example, when the real-time operating voltage of the first motor is less than the lower limit of the preset voltage range, an undervoltage alarm is performed, and when the real-time operating voltage of the first motor is greater than the upper limit of the preset voltage range, an overvoltage alarm is performed.

[0049] In this embodiment, when the real-time working voltage of the second motor does not fall within the preset voltage range, a fault alarm is processed for the second motor. For example, when the real-time working voltage of the second motor is less than the lower limit of the preset voltage range, an undervoltage alarm is processed. When the real-time working voltage of the second motor is greater than the upper limit of the preset voltage range, an overvoltage alarm is processed.

[0050] In summary, the control method of the hybrid vehicle of the disclosed embodiment, when it is determined that the power battery meets the preset power-off condition, controls the engine to drive the vehicle according to the current motor torque of the first motor, and controls the first motor and the second motor to reduce to zero torque, wherein the first motor is located between the engine and the transmission, the second motor is located at the front end of the engine and connected to the crankshaft of the engine, and when both the first motor and the second motor meet the preset zero torque entry condition, the first motor and the second motor are controlled to enter the preset standby mode. In this technical solution, when the power battery of the vehicle has a fault that requires power off, the motor is directly controlled to enter the preset standby mode from the torque working mode, which leads to problems such as overheating of the power battery and severe voltage fluctuations, and it is ensured that the vehicle can also drive when the power battery has a power-off fault, thereby ensuring driving safety.

[0051] Based on the above embodiments, in different working modes, before controlling the engine to drive the vehicle according to the current motor torque, different control processes can be used to control the vehicle to ensure that the vehicle can control the engine to drive the vehicle according to the current motor torque.

[0052] In one embodiment of the present disclosure, Figure 3 As shown, before controlling the engine to drive the vehicle according to the current motor torque of the first motor, the method further includes:

[0053] Step 301, identifying the current operating mode of the vehicle.

[0054] Among them, the current working mode may include pure electric mode, series mode, parallel mode, idle mode, etc.

[0055] Step 302, when the current working mode is the pure electric mode or the series mode, obtain the current speed of the vehicle and determine whether the current speed is greater than a preset speed threshold.

[0056] Continue to refer to the above Figure 1 When the current working mode is pure electric mode or series mode, the clutch is in a disconnected state and the engine cannot directly drive the vehicle. Therefore, when the current working mode is pure electric mode or series mode, the operating state of the clutch needs to be switched.

[0057] In one embodiment of the present disclosure, when the current operating mode is the pure electric mode or the series mode, the current speed of the vehicle is obtained, and it is determined whether the current speed is greater than a preset speed threshold, wherein the preset speed threshold can be calibrated according to the scene requirements. Usually, the preset speed threshold is a relatively large value. In some possible embodiments, the preset speed threshold can be 20km / h, etc.

[0058] Step 303, when the current vehicle speed is greater than a preset vehicle speed threshold, the input shaft speed of the clutch is adjusted according to the current motor torque of the first motor, wherein the clutch is located between the engine and the first motor.

[0059] Step 304, after the speed regulation is completed, the clutch is controlled to operate in close contact.

[0060] In some possible embodiments, when the current vehicle speed is greater than a preset vehicle speed threshold, the input shaft speed of the clutch is regulated according to the current motor torque of the first motor, that is, when the input shaft speed of the clutch is adjusted to near the current motor torque of the first motor, the clutch is controlled to operate in engagement, so as to avoid clutch losses caused by the large speed difference between the master and slave parts of the clutch. After the clutch is engaged, the engine can directly drive the vehicle.

[0061] Among them, in one embodiment of the present disclosure, the second motor and the engine hard-connected to the clutch can also be speed-regulated to be near the current motor torque of the first motor to ensure that the input shaft speed of the clutch is adjusted to be near the current motor torque of the first motor (that is, the difference between the input shaft speeds of the second motor, the engine and the clutch and the current motor torque of the first motor is less than a preset error threshold), wherein the speed regulation priority is arranged in order from high to low: second motor, engine, clutch.

[0062] In some possible embodiments, when the current vehicle speed is not greater than a preset vehicle speed threshold, the clutch is controlled to operate in a slipping mode to prevent the engine from stalling due to a low engine speed after the clutch is engaged and entering the parallel mode. When the clutch is in slipping mode, the vehicle can continue to travel.

[0063] In this embodiment, when the current vehicle speed is not greater than the preset vehicle speed threshold, the real-time speed difference between the master clutch speed and the slave clutch speed in the clutch can be determined, that is, the real-time speed difference between the master and slave parts of the clutch can be determined, and the real-time slip torque can be determined based on the real-time speed difference, and the clutch slip operation can be controlled based on the real-time slip torque, wherein controlling the clutch slip operation can be a closed-loop control method, that is, in some possible embodiments, the real-time speed difference and the preset speed adjustment factor can be multiplied, and the settlement result of the product calculation can be determined to be the real-time slip torque.

[0064] In another embodiment of the present disclosure, when the current working mode is the parallel mode or the idle mode, the clutch is not in a disconnected state, and the engine can directly drive the vehicle, so it is only necessary to ensure that the engine is in a started state.

[0065] In order to more comprehensively describe the control flow in each working mode, the following is an explanation with specific examples, as follows:

[0066] In this example, refer to Figure 4 After the power battery meets the preset power-off condition, the current working mode of the current vehicle is identified. When the current working mode is the pure electric mode or the series mode, the parallel mode is requested and the engine is kept started. The current vehicle speed is obtained, and it is determined whether the current vehicle speed is greater than the preset vehicle speed threshold. When the current vehicle speed is greater than the preset vehicle speed threshold, the input shaft speed of the clutch is adjusted according to the current motor torque of the first motor, wherein the clutch is located between the engine and the first motor, and the clutch is controlled to operate in engagement after the speed adjustment is completed.

[0067] When the current vehicle speed is not greater than a preset vehicle speed threshold, the real-time speed difference between the master clutch speed and the slave clutch speed in the clutch is determined, the real-time slip torque is determined according to the real-time speed difference, and the clutch slip operation is controlled according to the real-time slip torque.

[0068] Furthermore, the cooling pump is controlled to operate according to a preset cooling pump speed upper limit, and the output voltage of the DC voltage converter in the vehicle is controlled to be a preset target voltage, the engine speed is controlled to be less than a preset engine speed upper limit, the engine is controlled to drive the vehicle according to the current motor torque, and the first motor and the second motor are controlled to be reduced to zero torque. When the first motor and the second motor are reduced to zero torque, the first motor and the second motor are controlled to enter a preset standby mode. When the first motor and the second motor enter the preset standby mode, the relay of the power battery can be controlled to disconnect.

[0069] After the relay of the power battery is disconnected, it is also monitored whether the real-time operating voltage of the first motor and the second motor falls within the preset voltage range. When the real-time operating voltage of the first motor does not fall within the preset voltage range, a fault alarm is processed for the first motor, and / or, when the real-time operating voltage of the second motor does not fall within the preset voltage range, a fault alarm is processed for the second motor.

[0070] When the current working mode is parallel mode or idle mode, keep the engine started, control the cooling pump to operate according to the preset cooling pump speed upper limit, control the output voltage of the DC voltage converter in the vehicle to be the preset target voltage, control the engine speed to be less than the preset engine speed upper limit, control the engine to drive the vehicle according to the current motor torque, and control the first motor and the second motor to reduce to zero torque, when the first motor and the second motor are reduced to zero torque, control the first motor and the second motor to enter the preset standby mode, and when the first motor and the second motor enter the preset standby mode, control the relay of the power battery to disconnect.

[0071] After the relay of the power battery is disconnected, it is also monitored whether the real-time operating voltage of the first motor and the second motor falls within the preset voltage range. When the real-time operating voltage of the first motor does not fall within the preset voltage range, a fault alarm is processed for the first motor, and / or, when the real-time operating voltage of the second motor does not fall within the preset voltage range, a fault alarm is processed for the second motor.

[0072] It should be emphasized that in the above embodiment, when the first motor and the second motor enter the preset standby mode, the relay of the power battery can be controlled to be disconnected, or the relay of the power battery can be controlled to be disconnected after a preset power-off preparation time, wherein the first motor and the second motor have entered the preset standby mode within the preset power-off preparation time.

[0073] In summary, the control method of the hybrid vehicle in the disclosed embodiment can adopt different control processes according to the working mode to control the vehicle to prepare for entering the engine-driven vehicle, further ensuring that the vehicle can continue to drive after power failure, ensuring driving safety, and avoiding driving safety hazards.

[0074] In order to implement the above embodiments, the present disclosure also proposes a control device for a hybrid vehicle.

[0075] Figure 5 This is a schematic diagram of the structure of a hybrid vehicle control device provided by an embodiment of the present disclosure. The device can be implemented by software and / or hardware and can generally be integrated into a vehicle controller. Figure 5 As shown, the device includes: a first control module 510 and a second control module 520, wherein:

[0076] A first control module 510 is used to control the engine to drive the vehicle according to the current motor torque of the first motor and control the first motor and the second motor to reduce to zero torque when it is determined that the power battery meets the preset power-off condition, wherein the first motor is located between the engine and the transmission, and the second motor is located at the front end of the engine and connected to the crankshaft of the engine;

[0077] The second control module 520 is configured to control the first motor and the second motor to enter a preset standby mode when both the first motor and the second motor meet a preset zero torque entry condition.

[0078] The control device of the hybrid vehicle provided in the embodiments of the present disclosure can execute the control method of the hybrid vehicle provided in any embodiment of the present disclosure, and has the functional modules and beneficial effects corresponding to the execution method.

[0079] In order to implement the above embodiment, the present disclosure also proposes a vehicle controller. The vehicle controller includes: a processor; a memory for storing processor executable instructions; and a processor for reading executable instructions from the memory and executing the executable instructions to implement the above hybrid vehicle control method.

[0080] In order to implement the above embodiments, the present disclosure further proposes a computer-readable storage medium, in which a computer program is stored. The computer program is used to execute the above hybrid vehicle control method.

[0081] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a memory. When the computer program is executed by a processor, the above-mentioned functions defined in the control method of the hybrid vehicle of the embodiment of the present disclosure are executed.

[0082] It should be noted that the computer-readable medium disclosed above may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, device or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which a computer-readable program code is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer readable signal medium may also be any computer readable medium other than a computer readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0083] The computer-readable medium may be included in the vehicle controller; or may exist independently without being assembled into the vehicle controller.

[0084] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0085] The units involved in the embodiments described in the present disclosure may be implemented by software or hardware, wherein the name of a unit does not, in some cases, limit the unit itself.

[0086] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0087] The above description is only a preferred embodiment of the present disclosure and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present disclosure is not limited to the technical solutions formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in the present disclosure (but not limited to) by each other to form a technical solution.

[0088] In addition, although each operation is described in a specific order, this should not be understood as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

[0089] Although the subject matter has been described in language specific to structural features and / or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

Claims

1. A control method for a hybrid vehicle, characterized in that: The following steps are involved: When it is determined that the power battery meets the preset power-off condition, the engine is controlled to drive the vehicle according to the current motor torque of the first motor, and the first motor and the second motor are controlled to reduce to zero torque, wherein the first motor is located between the engine and the transmission, and the second motor is located at the front end of the engine and connected to the crankshaft of the engine; When both the first motor and the second motor meet a preset zero torque entry condition, the first motor and the second motor are controlled to enter a preset standby mode.

2. The method according to claim 1, characterized in that The step of determining that the power battery meets the preset power-off condition includes: Obtain the battery fault signal sent by the battery controller; determining a battery fault level according to the battery fault signal; It is determined that the battery fault level is greater than a preset battery fault level, wherein it is determined that the preset power-off condition is satisfied when the battery fault level is greater than the preset battery fault level.

3. The method according to claim 1, characterized in that Before controlling the engine to drive the vehicle according to the current motor torque of the first motor, the method further includes: identifying a current operating mode of the vehicle; When the current working mode is the pure electric mode or the series mode, obtaining the current speed of the vehicle, and determining whether the current speed is greater than a preset speed threshold; When the current vehicle speed is greater than the preset vehicle speed threshold, adjusting the speed of the input shaft of the clutch according to the current motor torque of the first motor, wherein the clutch is located between the engine and the first motor; After the speed regulation is completed, the clutch is controlled to operate in engagement.

4. The method according to claim 3, characterized in that After determining whether the current vehicle speed is greater than a preset vehicle speed threshold, the method further includes: When the current vehicle speed is not greater than the preset vehicle speed threshold, determining a real-time speed difference between a master clutch speed and a slave clutch speed in the clutch; A real-time slip torque is determined according to the real-time speed difference, and a slip operation of the clutch is controlled according to the real-time slip torque.

5. The method according to claim 4, characterized in that Determining the real-time slip torque according to the real-time speed difference includes: Calculating the product of the real-time speed difference and the preset speed adjustment factor; The settlement result of the product calculation is determined to be the real-time slip torque.

6. The method according to any one of claims 1 to 5, characterized in that: Before controlling the engine to drive the vehicle according to the current motor torque of the first motor, the method further includes: The cooling pump is controlled to operate according to a preset cooling pump speed upper limit value, and the output voltage of the DC voltage converter in the vehicle is controlled to be a preset target voltage.

7. The method according to any one of claims 1 to 5, characterized in that: The preset zero torque entry condition includes: The torque difference between the real-time torque of the corresponding motor and the zero torque is less than a preset torque difference threshold, Further, after the first motor and the second motor both meet the preset zero torque entry condition, the method further includes: The actual operating torque of the first motor is acquired, and the current engine torque of the engine is controlled to increase the actual operating torque.

8. The method according to any one of claims 1 to 5, characterized in that: Also includes: Monitoring whether the real-time operating voltages of the first motor and the second motor are within a preset voltage range; When the real-time operating voltage of the first motor does not fall within the preset voltage range, performing fault alarm processing on the first motor, and / or, When the real-time operating voltage of the second motor does not belong to the preset voltage range, a fault alarm process is performed on the second motor.

9. A control device for a hybrid vehicle, characterized in that: include: a first control module, configured to control the engine to drive the vehicle according to the current motor torque of the first motor and control the first motor and the second motor to reduce to zero torque when it is determined that the power battery meets the preset power-off condition, wherein the first motor is located between the engine and the transmission, and the second motor is located at the front end of the engine and connected to the crankshaft of the engine; The second control module is used to control the first motor and the second motor to enter a preset standby mode when the first motor and the second motor both meet a preset zero torque entry condition.

10. A vehicle controller, characterized in that: The vehicle controller comprises: processor; a memory for storing instructions executable by the processor; The processor is used to read the executable instructions from the memory and execute the executable instructions to implement the control method of the hybrid vehicle described in any one of claims 1-8.

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