Automobile power assembly control method and device

Abstract

The invention discloses an automobile power assembly control method and device, and relates to the technical field of hybrid electric vehicles. The method comprises the steps of obtaining historical state information of an engine and road condition information collected at the current moment under the condition that communication of the engine in a vehicle is lost; the historical state information is state information of the engine at the moment before communication loss of the engine; based on the road condition information, determining a target emergency route associated with the vehicle, and determining estimated electric quantity consumed by the vehicle when the vehicle runs to the target emergency route from the position where the vehicle is located at the current moment; based on the historical state information, the estimated electric quantity and a working mode of a power assembly in the vehicle, a control instruction, corresponding to the current moment, of the vehicle is determined; the control instruction is used for instructing a power assembly control module controller in the vehicle to perform emergency response. By adopting the method, the driving safety can be improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a method and device for controlling an automotive powertrain. Background Art

[0002] In a hybrid vehicle, the vehicle controller and the engine controller transmit data through the Controller Area Network (CAN) bus communication method. However, a CAN communication failure may occur during driving, resulting in the vehicle controller being unable to receive the real-time data sent by the engine controller normally, thereby being unable to reasonably control the components in the powertrain and affecting driving safety.

[0003] Therefore, how to improve driving safety has become an urgent problem to be solved. Summary of the Invention

[0004] Embodiments of this application provide a method and device for controlling an automotive powertrain, which are beneficial to improving driving safety.

[0005] In a first aspect, embodiments of this application provide a method for controlling an automotive powertrain, the method including:

[0006] When a communication loss occurs in the engine of the vehicle, obtaining the historical state information of the engine and the road condition information collected at the current moment; the historical state information is the state information of the engine at the moment before the communication loss of the engine;

[0007] Based on the road condition information, determining a target emergency route associated with the vehicle, and determining the estimated power consumption required for the vehicle to travel from the current position to the target emergency route;

[0008] Based on the historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle, determining a control instruction corresponding to the vehicle at the current moment; the control instruction is used to instruct the powertrain components in the vehicle to perform an emergency response.

[0009] In one embodiment, based on the historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle, determining a control instruction corresponding to the vehicle at the current moment includes: obtaining the current power corresponding to the vehicle at the current moment, and determining a power threshold based on the estimated power consumption and the safe energy offset; determining a control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle.

[0010] In one embodiment, the historical status information includes the actual rotational speed of the engine at the previous moment; based on the magnitude relationship between the current battery level and the battery level threshold, the historical status information, and the operating mode of the powertrain in the vehicle, determining the control instruction corresponding to the current moment for the vehicle, includes: when the operating mode of the powertrain in the vehicle is the series operating mode and the current battery level is greater than the battery level threshold, obtaining the operating mode control instruction for the generator based on the actual rotational speed; the operating mode control instruction for the generator is used for the engine controller in the vehicle to control the operating mode of the generator; taking the operating mode control instruction, the fuel cut-off instruction, and the shutdown instruction as the control instruction corresponding to the current moment for the vehicle; the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the shutdown instruction is used to instruct the engine controller to control the engine to stop running.

[0011] In one embodiment, the method further includes: when the operating mode of the powertrain in the vehicle is the series operating mode and the current battery level is less than the battery level threshold, determining the total battery level based on the battery level converted from the current fuel quantity in the vehicle and the current battery level, and determining the control instruction corresponding to the current moment for the vehicle based on the magnitude relationship between the total battery level and the battery level threshold and the historical status information.

[0012] In one embodiment, the historical status information further includes the water temperature of the engine at the previous moment; determining the control instruction corresponding to the current moment for the vehicle based on the magnitude relationship between the total battery level and the battery level threshold and the historical status information, includes: when the total battery level is greater than the battery level threshold and the water temperature of the engine is less than the preset temperature threshold, generating electricity based on the preset power generation strategy, and when the vehicle reaches the target emergency route, taking the fuel cut-off instruction and the shutdown instruction as the control instruction corresponding to the current moment for the vehicle; when the total battery level is less than the battery level threshold, or the water temperature of the engine is greater than the preset temperature threshold, updating the current power generation level of the generator to the next power generation level corresponding to the generator at the previous moment, and outputting the target information; wherein, the next power generation level is lower than the power generation level of the generator corresponding to the previous moment, and the target information includes engine communication failure, the fuel quantity of the vehicle is less than the preset fuel quantity threshold, and the battery level of the vehicle is less than the preset battery level threshold; the target information is used to instruct to stop the vehicle within the preset distance range.

[0013] In one embodiment, based on the magnitude relationship between the current battery level and the battery level threshold, historical status information, and the operating mode of the powertrain in the vehicle, a control instruction corresponding to the current moment of the vehicle is determined, including: when the operating mode of the powertrain in the vehicle is a parallel operating mode, determining the generator demand torque and the drive motor demand torque; generating a generator torque control instruction based on the generator demand torque, and generating a drive motor control instruction based on the drive motor demand torque; wherein, the generator torque control instruction is used to instruct the engine controller in the vehicle to control the output torque corresponding to the generator, and the drive motor torque control instruction is used to instruct the drive motor controller in the vehicle to control the output torque corresponding to the drive motor; based on the magnitude relationship between the current battery level and the battery level threshold, historical status information, the generator torque control instruction, and the drive motor torque control instruction, determining the control instruction corresponding to the current moment of the vehicle.

[0014] In one embodiment, the historical status information includes the water temperature of the engine at the previous moment; based on the magnitude relationship between the current battery level and the battery level threshold, historical status information, the generator torque control instruction, and the drive motor torque control instruction, determining the control instruction corresponding to the current moment of the vehicle, including: when the current battery level is greater than the battery level threshold, taking the fuel cut-off instruction, the clutch disengagement instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle; wherein, the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the clutch disengagement instruction is used to instruct the clutch control module in the vehicle to control the clutch to disengage; when the current battery level is less than the battery level threshold, determining the total battery level based on the battery level converted from the current fuel quantity in the vehicle and the current battery level, and based on the magnitude relationship between the total battery level and the battery level threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction, determining the control instruction corresponding to the current moment of the vehicle.

[0015] In one embodiment, based on the magnitude relationship between the total power and the power threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction, the control instruction corresponding to the vehicle at the current moment is determined, including: when the total power is greater than the power threshold and the water temperature of the engine is less than the preset temperature threshold, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction are used as the control instruction corresponding to the vehicle at the current moment; when the total power is less than the power threshold, or the water temperature of the engine is greater than the preset temperature threshold, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction are used as the control instruction corresponding to the vehicle at the current moment, and when the clutch has been disconnected, the working mode is determined to be the series working mode, and the step of returning to execute the determination of the control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle is performed.

[0016] In one embodiment, the method further includes: when the working mode of the powertrain is in the speed regulation stage of switching from the series working mode to the parallel working mode, the clutch disconnection instruction is used as the control instruction corresponding to the vehicle at the current moment, and the control instruction is used to instruct the clutch control module in the vehicle to control the clutch to disengage; when the working mode returns to the series working mode, the step of returning to execute the determination of the control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle is performed.

[0017] In one embodiment, the method further includes: when the working mode of the powertrain is in the torque unloading stage of switching from the parallel working mode to the series working mode, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the generator torque control instruction are used as the control instruction corresponding to the vehicle at the current moment.

[0018] In one embodiment, determining the generator demand torque includes: determining the current estimated torque corresponding to the engine based on the current vehicle speed of the vehicle at the moment of engine communication loss and the pre-constructed vehicle speed-torque correspondence; the vehicle speed-torque correspondence includes the correspondence between multiple vehicle speeds and multiple estimated torques; determining the generator demand torque based on the current estimated torque and the speed ratio from the generator to the engine.

[0019] In one embodiment, the method further includes: when it is determined that the operating mode of the powertrain is the parallel operating mode and the coasting fuel cut-off condition is satisfied, recording and storing a data set, where the data set includes the initial vehicle speed, the initial actual engine torque, and the actual engine torques at multiple moments corresponding to a fixed time interval; wherein, in the data set, the initial actual engine torque and the multiple actual engine torques are both less than a preset torque threshold; when it is determined that the number of records of the same initial vehicle speed and the same initial actual engine torque in the multiple recorded and stored data sets is greater than or equal to a preset number threshold, taking the average value of the multiple actual engine torques corresponding to the moments in the same time interval in the multiple data sets as the estimated engine torque corresponding to the moment in the same time interval; and updating the vehicle speed-torque correspondence relationship based on the estimated engine torques corresponding to multiple moments at different vehicle speeds.

[0020] In one embodiment, the road condition information includes the map information and the radar information collected at the current moment; determining a target emergency route based on the road condition information includes: determining whether there is an emergency lane on the rightmost side of the vehicle's current position based on the map information, and determining whether there is an obstacle at a distance less than a first preset distance threshold from the vehicle's current position and in a preset direction of the vehicle's current position based on the radar information; when it is determined that there is an emergency lane and there is no obstacle, determining the target emergency route based on the emergency lane; when it is determined that there is an emergency lane but there is an obstacle, controlling the vehicle to continue driving at the current vehicle speed, and when it is determined that the vehicle satisfies the lane change condition during the continuous driving, determining the target emergency route based on the emergency lane; when it is determined that there is no emergency lane, determining the target emergency route based on the target emergency lane; the target emergency lane includes the emergency lane recommended by the map information and at a distance less than a second preset distance threshold from the vehicle's current position; determining the estimated power consumption required for the vehicle to travel from the current position to the target emergency route includes: determining the estimated power consumption required for the vehicle to travel from the current position to the target emergency route based on the unit power consumption corresponding to the vehicle.

[0021] In a second aspect, an embodiment of the present application provides an automotive powertrain control device, and the device includes:

[0022] An acquisition module, configured to acquire the historical state information of the engine and the road condition information collected at the current moment when a communication loss occurs in the engine in the vehicle; the historical state information is the state information of the engine at the previous moment when the communication loss of the engine occurs.

[0023] A determination module, configured to determine a target emergency route associated with a vehicle based on road condition information, and determine an estimated power consumption required for the vehicle to travel from the current position to the target emergency route;

[0024] The determination module is further configured to determine a control instruction corresponding to the current moment of the vehicle based on historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle; the control instruction is used to instruct the powertrain components in the vehicle to perform an emergency response.

[0025] In a third aspect, an embodiment of the present application provides a hybrid vehicle, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps of the method described in the first aspect above are implemented.

[0026] In a fourth aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method described in the first aspect above are implemented.

[0027] In a fifth aspect, the present application further provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps of the method described in the first aspect above are implemented.

[0028] For the above-mentioned vehicle powertrain control method and device, in a hybrid vehicle (hereinafter simply referred to as a vehicle), when a communication loss occurs in the engine in the vehicle, the historical state information of the engine and the road condition information collected at the current moment can be obtained; the historical state information is the state information of the engine at the previous moment when the communication loss of the engine occurs; based on the road condition information, a target emergency route associated with the vehicle is determined, and the estimated power consumption required for the vehicle to travel from the current position to the target emergency route is determined; based on the historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle, a control instruction corresponding to the current moment of the vehicle is determined; the control instruction is used to instruct the powertrain components in the vehicle to perform an emergency response. By adopting this method, when a communication loss occurs in the engine, the vehicle can determine, based on the state information of the engine at the previous moment before the communication loss of the engine, the road condition information at the current moment, and the working mode of the powertrain, a control instruction corresponding to the current moment for instructing the powertrain components to perform an emergency response. In this way, it is beneficial to coordinate the control of the powertrain components, and thus it is beneficial to improve driving safety. Description of the Drawings

[0029] To more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the following will briefly introduce the drawings required for use in the description of the embodiments of the present application or the related art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0030] Figure 1 is a schematic diagram of an application scenario of a vehicle powertrain control method provided by an embodiment of the present application;

[0031] Figure 2 is a schematic flowchart of a vehicle powertrain control method provided by an embodiment of the present application;

[0032] Figure 3 is a schematic flowchart of another vehicle powertrain control method provided by an embodiment of the present application;

[0033] Figure 4 is a schematic structural diagram of a vehicle powertrain control device provided by an embodiment of the present application;

[0034] Figure 5 is a schematic structural diagram of another vehicle powertrain control device provided by an embodiment of the present application;

[0035] Figure 6 is a schematic structural diagram of a hybrid vehicle provided by an embodiment of the present application. Detailed implementation manners

[0036] In order to make the objectives, technical solutions, and advantages of the present application more clear and understandable, the following further details the present application in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0037] The following combines Figure 1 , and introduces the application scenario of the vehicle powertrain control method provided by the embodiments of the present application. Please refer to Figure 1 , Figure 1 is a schematic diagram of an application scenario of a vehicle powertrain control method provided by an embodiment of the present application. As shown in Figure 1 , the hybrid vehicle 100 includes a vehicle controller 101, an engine controller 102, a drive motor controller 103, etc. Among them, the vehicle controller 101 includes, but is not limited to, a powertrain control module 1011, a clutch control module 1012, etc. Among them, both the engine controller 102 and the drive motor controller 103 can communicate with the vehicle controller 101 through the powertrain control module 1011; the clutch control module 1012 can communicate directly with the vehicle controller 101.

[0038] The vehicle controller 101, as the brain of a hybrid vehicle, is responsible for coordinating and controlling the operation of components such as the battery, powertrain system, and thermal management system, and realizing the intelligent control of vehicle power distribution, energy management, and overall vehicle functions.

[0039] The powertrain control module 1011 is used to send control instructions to the engine controller 102 and the drive motor controller 103 to achieve the control of the engine, generator, and drive motor. The clutch control module 1012 is used to receive the control instructions of the vehicle controller 101 for the clutch to achieve the control of the clutch. Among them, the engine controller 102 has the function of continuously monitoring and controlling the normal operation of the engine. The engine controller tests and calculates the required air-fuel mixture ratio and engine ignition advance angle according to the input data of various sensors. The engine controller directly controls the fuel supply amount, fuel injection timing, ignition closing angle, engine idle operation, and the state of other accessory systems of the vehicle under various working conditions. Among them, the engine controller is used to control the engine and the generator.

[0040] The drive motor controller 103 is also known as the motor controller or electric control. Its main function is to receive the torque message instructions sent by the vehicle controller, and then control the speed and steering of the drive motor. At the same time, during the energy recovery process, the motor controller also rectifies the alternating current generated by the negative torque of the drive motor and charges it back to the power battery.

[0041] In the embodiment of the present application, when the vehicle controller 101 detects a communication loss of the engine, it can determine the control instructions for the powertrain components to perform emergency responses corresponding to the current moment of the vehicle based on the state information of the engine at the moment before the communication loss of the engine, the road condition information at the current moment, and the working mode of the powertrain. In this way, it is beneficial to send control instructions to the engine controller 102 and the drive motor controller 103 through the powertrain control module 1011, and send control instructions to the clutch control module 1012 to coordinately control the powertrain components, thereby improving driving safety.

[0042] Next, the vehicle powertrain control method provided by the embodiment of the present application will be elaborated.

[0043] Please refer to Figure 2 , Figure 2 which is a schematic flowchart of a vehicle powertrain control method provided by the embodiment of the present application. This method can be executed by a vehicle controller (such as the vehicle controller 101 in the vehicle 100 shown in Figure 1 ). As shown in Figure 2 , the vehicle powertrain control method may include but is not limited to the following steps:

[0044] S201. When communication loss occurs in the engine of a vehicle, obtain the historical status information of the engine and the road condition information collected at the current moment.

[0045] The historical status information is the status information of the engine at the moment immediately before the communication loss of the engine.

[0046] Optionally, the status information of the engine may include but is not limited to the actual engine speed, the actual engine torque, the water temperature, the fuel cut-off state, etc. Among them, the actual engine speed can be determined by the vehicle control unit based on the generator speed and the speed ratio from the generator to the engine. Optionally, the vehicle control unit determines the actual engine speed based on the generator speed and the speed ratio from the generator to the engine, which may be to take the product between the generator speed and the speed ratio from the generator to the engine as the actual engine speed, that is, actual engine speed = generator speed * speed ratio from the generator to the engine.

[0047] The road condition information collected at the current moment refers to the road condition information around the position where the vehicle is located at the current moment, which may include but is not limited to the emergency lane, service area, other vehicles or obstacles around the position where the vehicle is located at the current moment, and is not limited here.

[0048] Optionally, the road condition information can be collected by the vehicle control unit through the navigation system in the vehicle. Exemplarily, during the vehicle driving process, the vehicle control unit can obtain multiple navigation information at the current moment in real time or periodically through the navigation system in the vehicle, and determine the road condition information at the current moment based on one or more of the multiple navigation information.

[0049] S202. Based on the road condition information, determine the target emergency route associated with the vehicle, and determine the estimated power consumption required for the vehicle to travel from the current position to the target emergency route.

[0050] The target emergency route associated with the vehicle refers to the driving route of the vehicle when communication loss occurs in the engine of the vehicle.

[0051] In an alternative embodiment, the vehicle control unit determines the target emergency route associated with the vehicle based on the road condition information, which may be to determine the target emergency route associated with the vehicle based on the road condition information and a preset emergency route determination strategy. Optionally, the preset emergency route determination strategy can be determined based on multiple tests or statistically obtained from multiple historical emergency routes. Among them, the historical emergency route refers to the emergency route traveled by other vehicles or the current vehicle when communication loss occurs in the engine before the current moment.

[0052] In an alternative embodiment, the vehicle controller determines the estimated power consumption required for the vehicle to travel from the current position to the target emergency route. This can be done by determining the driving distance of the vehicle from the current position to the target emergency route based on navigation information, and then determining the estimated power consumption required for the vehicle to travel from the current position to the target emergency route based on the driving distance and the power consumption corresponding to the vehicle's historical driving distance.

[0053] Optionally, when the vehicle controller determines the estimated power consumption required for the vehicle to travel from the current position to the target emergency route based on the driving distance and the power consumption corresponding to the vehicle's historical driving distance, it can determine the power consumption per unit mileage based on the power consumption corresponding to the vehicle's historical driving distance, and then determine the estimated power consumption required for the vehicle to travel from the current position to the target emergency route based on the power consumption per unit mileage and the driving distance.

[0054] Exemplarily, assume that the driving distance is 1 kilometer, and assume that the vehicle's historical driving distance is 100 kilometers, and the power consumption corresponding to the historical driving distance (100 kilometers) is 15 degrees. In this case, the vehicle controller can determine that the power consumption per unit mileage of the vehicle is 15 degrees / 100 kilometers = 0.15 degrees / kilometer. At this time, the vehicle controller can determine that the estimated power consumption required for the vehicle to travel from the current position to the target emergency route is 0.15 degrees / kilometer * 1 kilometer = 0.15 degrees based on the power consumption per unit mileage (0.15 degrees / kilometer) and the driving distance (1 kilometer).

[0055] S203. Determine the control instruction corresponding to the vehicle at the current moment based on the historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle; the control instruction is used to instruct the powertrain components in the vehicle to perform an emergency response.

[0056] Among them, the working mode of the powertrain in the vehicle can also be referred to as the vehicle working mode, which refers to the working mode among the powertrain components, such as the engine, generator, drive motor, clutch, etc.

[0057] Optionally, the working mode of the powertrain can include a series working mode, a parallel working mode, a speed regulation stage from the series working mode to the parallel working mode, and a torque unloading stage from the parallel working mode to the series working mode, etc.

[0058] In an embodiment of the present application, when communication loss occurs in the engine of a vehicle, the vehicle control unit (VCU) can obtain the historical state information of the engine and the road condition information collected at the current moment. The historical state information is the state information of the engine at the moment immediately before the communication loss of the engine. Based on the road condition information, the target emergency route associated with the vehicle is determined, and the estimated power consumption required for the vehicle to travel from the current location to the target emergency route is determined. Based on the historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle, the control instruction corresponding to the current moment for the vehicle is determined. The control instruction is used to instruct the powertrain components in the vehicle to perform an emergency response. By adopting this method, when communication loss occurs in the engine, the vehicle can determine the control instruction corresponding to the current moment for instructing the powertrain components in the vehicle to perform an emergency response based on the state information of the engine at the moment immediately before the communication loss of the engine, the road condition information at the current moment, and the working mode of the powertrain. Thus, it is beneficial to coordinate the control of the powertrain components, and thereby, it is beneficial to improve driving safety.

[0059] In an alternative embodiment, Figure 2 In the disclosed vehicle powertrain control method, when the VCU determines the control instruction corresponding to the current moment based on the historical state information, the estimated power consumption, and the working mode of the powertrain in the vehicle, it may include: obtaining the current power of the vehicle corresponding to the current moment, and determining the power threshold based on the estimated power consumption and the safety energy offset; determining the control instruction corresponding to the current moment for the vehicle based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle.

[0060] Wherein, the current power refers to the state of charge (SOC) of the battery at the current moment. Optionally, the VCU can determine the current power of the vehicle corresponding to the current moment through the battery management system (BMS) in the vehicle.

[0061] Wherein, the safety energy offset refers to the offset added to ensure the safe and stable operation of the vehicle to the target emergency route, and its purpose is to reduce the deviation of the estimated power consumption caused by environmental factors. Optionally, the safety energy offset can be set based on empirical values or determined based on the results of multiple tests, and no limitation is imposed here.

[0062] Optionally, when the VCU determines the power threshold based on the estimated power consumption and the safety energy offset, it may be to use the sum of the estimated power consumption and the safety energy offset as the power threshold.

[0063] Optionally, the operating modes of the powertrain in the vehicle may include a series operating mode, a parallel operating mode, a speed regulation stage for switching from the series operating mode to the parallel operating mode, and a torque unloading stage for switching from the parallel operating mode to the series operating mode, etc. Taking the description methods of Embodiment 1.1 to Embodiment 1.4 as examples below, the process by which the vehicle controller determines the control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the operating mode of the powertrain in the vehicle will be described.

[0064] Embodiment 1.1, the operating mode of the powertrain in the vehicle is a series operating mode.

[0065] In this embodiment, the historical state information includes the actual engine speed at the previous moment; the vehicle controller determines the control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the operating mode of the powertrain in the vehicle, which may include the following steps: when the operating mode of the powertrain in the vehicle is a series operating mode and the current power is greater than the power threshold, obtain the operating mode control instruction of the generator based on the actual speed; the operating mode control instruction of the generator is used for the engine controller in the vehicle to control the operating mode of the generator; use the operating mode control instruction, the fuel cut-off instruction, and the shutdown instruction as the control instruction corresponding to the vehicle at the current moment; the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the shutdown instruction is used to instruct the engine controller to control the engine to stop running.

[0066] Optionally, the actual engine speed may be determined by the vehicle controller based on the generator speed and the speed ratio from the generator to the engine. Exemplarily, the actual engine speed = generator speed * speed ratio from the generator to the engine.

[0067] Exemplarily, assume that in the case where the operating mode of the powertrain in the vehicle is a series operating mode, the current power is 18 degrees and the power threshold is 5 degrees. In this case, the vehicle controller can determine that the current power is greater than the power threshold. At this time, the vehicle controller can obtain the operating mode control instruction of the generator based on the actual engine speed, and use the operating mode control instruction of the generator, the fuel cut-off instruction, and the shutdown instruction as the control instruction corresponding to the vehicle at the current moment. After that, the vehicle controller can also send the operating mode control instruction, the fuel cut-off instruction, and the shutdown instruction to the engine controller through the powertrain control module, so that the engine controller controls the operating mode of the generator, and controls the engine to cut off fuel and stop running.

[0068] Optionally, when the operating mode of the powertrain in the vehicle is the series operating mode and the current battery level is less than the battery level threshold, the vehicle controller may determine the total battery level based on the battery level converted from the current fuel level in the vehicle and the current battery level, and determine the control command for the vehicle corresponding to the current moment based on the magnitude relationship between the total battery level and the battery level threshold and the historical status information.

[0069] Among them, the battery level converted from the current fuel level in the vehicle can be calculated in real time by the vehicle controller based on the current fuel level in the vehicle.

[0070] Optionally, when the vehicle controller determines the total battery level based on the battery level converted from the current fuel level in the vehicle and the current battery level, it may use the sum of the battery level converted from the current fuel level in the vehicle and the current battery level as the total battery level.

[0071] Optionally, the historical status information further includes the water temperature of the engine at the previous moment; when the vehicle controller determines the control command for the vehicle corresponding to the current moment based on the magnitude relationship between the total battery level and the battery level threshold and the historical status information, it may include: when the total battery level is greater than the battery level threshold and the water temperature of the engine is less than the preset temperature threshold, generating electricity based on the preset power generation strategy, and when the vehicle reaches the target emergency route, taking the fuel cut-off command and the shutdown command as the control command for the vehicle corresponding to the current moment; when the total battery level is less than the battery level threshold, or the water temperature of the engine is greater than the preset temperature threshold, updating the current power generation level of the generator to the next power generation level of the generator corresponding to the previous moment, and outputting the target information; where the next power generation level is lower than the power generation level of the generator corresponding to the previous moment, and the target information includes engine communication failure, the fuel level of the vehicle is less than the preset fuel level threshold, and the battery level of the vehicle is less than the preset battery level threshold; the target information is used to indicate to stop the vehicle within the preset distance range.

[0072] For example, assume that the battery level threshold is 10 degrees, the total battery level is 30 degrees, the preset temperature threshold is 118 °C, and the water temperature of the engine is 110 °C. In this case, the vehicle controller may determine that the total battery level of 30 degrees is greater than the battery level threshold of 10 degrees, and the water temperature of the engine of 110 °C is less than the preset temperature threshold of 118 °C. At this time, the vehicle controller may generate electricity based on the preset power generation strategy so that the vehicle travels from the current position to the target emergency route. When the vehicle reaches the target emergency route, the vehicle controller may take the fuel cut-off command and the shutdown command as the control command for the vehicle corresponding to the current moment. Then, the vehicle controller may send the fuel cut-off command and the shutdown command to the engine controller through the powertrain control module so that the engine controller controls the engine to cut off fuel and stop running.

[0073] For another example, assume that the power threshold is 10 degrees and the total power is 9 degrees. In this case, the vehicle controller can determine that the total power of 9 degrees is less than the power threshold of 10 degrees. At this time, the vehicle controller can update the current power generation level corresponding to the generator to the next power generation level corresponding to the generator at the previous moment, where the next power generation level is lower than the power generation level of the generator corresponding to the previous moment. That is to say, the vehicle controller can reduce the power generation level corresponding to the generator. In addition, the vehicle controller can also output target information including information such as engine communication failure, the fuel quantity of the vehicle is less than the preset fuel quantity threshold, and the power of the vehicle is less than the preset power threshold, to instruct the user to park the vehicle within a preset distance range at the current position of the vehicle, or in other words, to instruct the user to park nearby.

[0074] For yet another example, assume that the preset temperature threshold is 118 °C and the water temperature of the engine is 120 °C. In this case, the vehicle controller can determine that the water temperature of the engine of 120 °C is greater than the preset temperature threshold of 118 °C. At this time, the vehicle controller can reduce the power generation level corresponding to the generator. In addition, the vehicle controller can also output target information including information such as engine communication failure, the fuel quantity of the vehicle is less than the preset fuel quantity threshold, and the power of the vehicle is less than the preset power threshold, to instruct the user to park nearby.

[0075] Embodiment 1.2, the working mode of the powertrain in the vehicle is a parallel working mode.

[0076] In this embodiment, the vehicle controller determines the control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle, which may include: in the case where the working mode of the powertrain in the vehicle is a parallel working mode, determining the required torque of the generator and the required torque of the drive motor; generating a generator torque control instruction based on the required torque of the generator, and generating a drive motor control instruction based on the required torque of the drive motor; where the generator torque control instruction is used to instruct the engine controller in the vehicle to control the output torque corresponding to the generator, and the drive motor torque control instruction is used to instruct the drive motor controller in the vehicle to control the output torque corresponding to the drive motor; determining the control instruction corresponding to the vehicle at the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, the generator torque control instruction, and the drive motor torque control instruction.

[0077] Optionally, the historical status information includes the water temperature of the engine at the previous moment; the vehicle controller determines the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the current power and the power threshold, the historical status information, the generator torque control instruction, and the drive motor torque control instruction, which may include: when the current power is greater than the power threshold, taking the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle; wherein, the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the clutch disconnection instruction is used to instruct the clutch control module in the vehicle to control the clutch to disengage; when the current power is less than the power threshold, determining the total power based on the power converted from the current fuel quantity in the vehicle and the current power, and determining the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the total power and the power threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction.

[0078] Exemplarily, assume that the current power is 18 degrees and the power threshold is 5 degrees. In this case, the vehicle controller can determine that the current power of 18 degrees is greater than the power threshold of 5 degrees. At this time, the vehicle controller can take the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle. Then, the vehicle controller can also send the fuel cut-off instruction and the generator torque control instruction to the engine controller through the powertrain control module, and send the drive motor torque control instruction to the drive motor controller through the powertrain control module; wherein, the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, the generator torque control instruction is used to instruct the engine controller to control the output torque corresponding to the generator, and the drive motor torque control instruction is used to instruct the drive motor controller to control the output torque corresponding to the drive motor.

[0079] Optionally, when the current power of the vehicle controller is less than the power threshold, determining the total power based on the power converted from the current fuel quantity in the vehicle and the current power may be taking the sum of the power converted from the current fuel quantity in the vehicle and the current power as the total power.

[0080] Optionally, the vehicle controller determines the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the total power and the power threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction, which may include: when the total power is greater than the power threshold and the water temperature of the engine is less than the preset temperature threshold, taking the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle; when the total power is less than the power threshold, or the water temperature of the engine is greater than the preset temperature threshold, taking the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle, and, when the clutch has been disconnected, determining that the working mode is the series working mode, and returning to execute the step of determining the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle. That is to say, when the clutch has been disconnected, the vehicle controller can determine that the working mode is the series working mode and adopt Embodiment 1.1 to determine the control instruction corresponding to the current moment of the vehicle.

[0081] For example, assume that the power threshold is 30 degrees, the current power is 28 degrees, and assume that the preset temperature threshold is 118 °C and the water temperature of the engine is 110 °C. In this case, the vehicle controller can determine that the current power is less than the power threshold. At this time, the vehicle controller can determine the total power based on the power converted from the current fuel quantity in the vehicle and the current power, for example, 35 degrees. Then, the vehicle controller can determine that the total power of 35 degrees is greater than the power threshold of 30 degrees and the engine water temperature of 110 °C is less than the preset temperature threshold of 118 °C. In this case, the vehicle controller can take the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle. Then, the vehicle controller can also send the fuel cut-off instruction and the generator torque control instruction to the engine controller through the powertrain control module, and send the drive motor torque control instruction to the drive motor controller through the powertrain control module, where the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, the generator torque control instruction is used to instruct the engine controller to control the output torque of the generator, and the drive motor torque control instruction is used to instruct the drive motor controller to control the output torque of the drive motor. In addition, the vehicle controller can also send the clutch disconnection instruction to the clutch control module to enable the clutch control module to control the clutch to disconnect.

[0082] For another example, assume that the power threshold is 30 degrees and the current power is 28 degrees. In this case, the vehicle controller can determine that the current power of 28 degrees is less than the power threshold of 30 degrees. At this time, the vehicle controller can determine the total power based on the power converted from the current fuel level in the vehicle and the current power, for example, 29 degrees. After that, the vehicle controller can determine that the total power of 29 degrees is less than the power threshold of 30 degrees. At this time, the vehicle controller can use the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instructions for the vehicle corresponding to the current moment. Or, assume that the preset temperature threshold is 118 °C and the water temperature of the engine is 120 °C. In this case, the vehicle controller can determine that the water temperature of the engine at 120 °C is greater than the preset temperature threshold of 118 °C. At this time, the vehicle controller can use the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instructions for the vehicle corresponding to the current moment. After the vehicle controller determines the control instructions for the vehicle corresponding to the current moment, it can also send the fuel cut-off instruction and the generator torque control instruction to the engine controller through the powertrain control module, and, send the drive motor torque control instruction to the drive motor controller through the powertrain control module; among them, the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, the generator torque control instruction is used to instruct the engine controller to control the output torque of the generator, and the drive motor torque control instruction is used to instruct the drive motor controller to control the output torque of the drive motor; the vehicle controller can also send the clutch disconnection instruction to the clutch control module to enable the clutch control module to control the clutch to disengage. In addition, when the clutch has been disengaged, the vehicle controller can determine that the working mode is the series working mode and return to execute the step of determining the control instructions for the vehicle corresponding to the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle.

[0083] Embodiment 1.3, the working mode of the powertrain in the vehicle is in the speed regulation stage of switching from the series working mode to the parallel working mode.

[0084] In this embodiment, when the working mode of the vehicle powertrain is in the speed regulation stage of switching from the series working mode to the parallel working mode, the vehicle controller can also use the clutch disconnection instruction as the control instruction for the vehicle corresponding to the current moment, and the control instruction is used to instruct the clutch control module in the vehicle to control the clutch to disengage; when the working mode returns to the series working mode, return to execute the step of determining the control instructions for the vehicle corresponding to the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle.

[0085] That is to say, in this embodiment, when the vehicle control unit (VCU) retreats to the series operation mode, it can adopt Embodiment 1.1 to determine the control instruction corresponding to the vehicle at the current moment.

[0086] In Embodiment 1.4, the operation mode of the powertrain in the vehicle is in the torque unloading stage when switching from the parallel operation mode to the series operation mode.

[0087] In this embodiment, when the operation mode of the powertrain is in the torque unloading stage when switching from the parallel operation mode to the series operation mode, the VCU can also use the fuel cut-off instruction, the clutch disengagement instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the vehicle at the current moment.

[0088] Optionally, after the VCU determines the control instruction corresponding to the vehicle at the current moment, it can also send a fuel cut-off instruction to the engine control unit (ECU) to make the ECU control the engine to cut off fuel, send a clutch disengagement instruction to the clutch control module to make the clutch control module control the clutch to disengage, send a generator torque control instruction to the ECU to make the ECU control the output torque of the generator, and send a drive motor torque control instruction to the drive motor control unit to make the drive motor control unit control the output torque of the drive motor.

[0089] By adopting the above embodiments, the VCU can determine the power threshold based on the estimated power and the safety energy offset, and accurately determine the control instruction corresponding to the vehicle at the current moment for instructing the powertrain control module to perform an emergency response in the case of engine communication loss based on the power threshold, the current power corresponding to the vehicle at the current moment, the historical state information of the engine, and the operation mode of the powertrain in the vehicle. Thus, it is beneficial to send control instructions for the engine and / or generator to the ECU through the powertrain control module, send control instructions for the drive motor to the drive motor control unit through the powertrain control module, and directly send control instructions for the clutch to the clutch control module to coordinate the control of the components in the powertrain, which is beneficial to improving driving safety.

[0090] In an optional embodiment, in Embodiment 1.2, when the VCU determines the required torque of the generator, it can include: determining the current estimated torque corresponding to the engine based on the current vehicle speed at the moment of engine communication loss and the pre-established vehicle speed - torque correspondence; the vehicle speed - torque correspondence includes the correspondence between multiple vehicle speeds and multiple estimated torques; and determining the required torque of the generator based on the current estimated torque and the speed ratio from the generator to the engine.

[0091] Optionally, the vehicle speed-torque correspondence can be pre-constructed by the vehicle control unit based on multiple sets of vehicle speeds and torques input by the user.

[0092] Optionally, the vehicle speed-torque correspondence can be a table preset in the vehicle control unit (denoted as the vehicle speed-torque correspondence table), or a table preset in a certain database and readable by the vehicle control unit (denoted as the vehicle speed-torque correspondence table), etc., which is not limited here. Among them, the vehicle speed-torque correspondence table includes the correspondence between multiple vehicle speeds and multiple estimated torques.

[0093] Optionally, the initial data in the vehicle speed-torque correspondence table can be the engine flywheel end torque data tested at fixed time intervals when the engine cuts off fuel at different output torques during a bench test. Other data can be learned by a self-learning mechanism based on the conditions of meeting the coasting fuel cut-off at different vehicle speeds monitored in real time or periodically.

[0094] Optionally, after constructing the vehicle speed-torque correspondence, the vehicle control unit can also perform the following steps:

[0095] Step 1: When it is determined that the operating mode of the powertrain is the parallel operating mode and the coasting fuel cut-off condition is met, record and store the data set.

[0096] Among them, the data set includes the initial vehicle speed of the vehicle, the initial actual engine torque, and the actual engine torques at multiple moments corresponding to a fixed time interval respectively.

[0097] Exemplarily, assuming that the fixed time interval is 0.1 s and the time corresponding to the initial actual engine torque is 00:10:20, the data set can include the initial vehicle speed (such as 50 km / h), the initial actual engine torque (such as 50 Nm), the actual engine torque at 00:10:00.1, the actual engine torque at 00:10:00.2, the actual engine torque at 00:10:00.3,..., the actual engine torque at 00:10:20.0, etc.

[0098] Among them, in the data set, the initial actual engine torque and the multiple actual engine torques are all less than the preset torque threshold.

[0099] It can be understood that during the coasting fuel cut-off, when the actual torque at the engine flywheel section is greater than the preset torque threshold (such as 0.5 Nm), it indicates that the driver steps on the accelerator to accelerate. At this time, the vehicle control unit can determine the data recorded this time as invalid data and clear the data recorded this time, that is, do not store the torque whose actual torque is greater than the preset torque threshold.

[0100] Among them, the coasting fuel cut-off conditions may include: (1) the throttle pedal opening is less than a preset throttle pedal opening threshold; (2) the brake pedal opening is greater than 0 and less than a preset pedal opening threshold. That is to say, the vehicle control unit can determine that the coasting fuel cut-off conditions are met when it determines that the throttle pedal opening is less than the preset throttle pedal opening threshold, and the brake pedal opening is greater than 0 and less than the preset pedal opening threshold.

[0101] Exemplarily, assume that the preset throttle pedal opening threshold is 20%, the preset pedal opening threshold is 2%, and assume that the throttle pedal opening at the current moment is 10%, and the brake pedal opening is 1%. In this case, the vehicle control unit can determine that the coasting fuel cut-off conditions are met.

[0102] Step 2: Among the multiple data groups recorded and stored, when the number of records of the same initial vehicle speed and the same initial actual engine torque is greater than or equal to a preset number threshold, the average value of the multiple actual engine torques corresponding to the moments corresponding to the same time interval in the multiple data groups is used as the estimated engine torque corresponding to the moment corresponding to the time interval.

[0103] Exemplarily, assume that in the multiple data groups recorded and stored by the vehicle control unit, the number of records of the same initial vehicle speed (such as 50 km / h) and the same initial actual engine torque (such as 20 Nm) is 6 times, that is, the same initial vehicle speed (such as 50 km / h) and the same initial actual engine torque (such as 20 Nm) correspond to 6 data groups. Among them, the data in the 6 data groups are shown in Table 1 below. The time interval between time t0 and time t1 in Table 1 = the time interval between time t1 and time t2 = the time interval between time t2 and time t3.

[0104] Table 1

[0105]

[0106] At this time, the vehicle control unit can determine based on Table 1 that when the initial vehicle speed is 50 km / h and the initial actual engine torque is 20 Nm, the estimated engine torque corresponding to time t1 = (15 Nm + 16 Nm + 14 Nm + 13 Nm + 17 Nm + 15 Nm) / 6 = 15 Nm, and the estimated engine torque corresponding to time t2 = (10 Nm + 12 Nm + 10 Nm + 9 Nm + 14 Nm + 11 Nm) / 6 = 11 Nm.

[0107] Step 3: Update the vehicle speed-torque correspondence based on the estimated engine torques corresponding to multiple moments at different vehicle speeds.

[0108] With this implementation mode, the vehicle controller can quickly determine the current estimated torque corresponding to the engine from the pre-constructed vehicle speed-torque correspondence based on the current vehicle speed at the moment when the engine communication is lost. Thus, based on the current estimated torque corresponding to the engine and the speed ratio from the generator to the engine, the required torque of the generator can be quickly determined.

[0109] In an alternative implementation mode, Figure 2 In the shown vehicle powertrain control method, the road condition information may include the map information and radar information collected at the current moment; the vehicle controller determines the target emergency route based on the road condition information, including: determining whether there is an emergency lane on the rightmost side of the position where the vehicle is located at the current moment based on the map information, and determining whether there is an obstacle in the preset direction of the position where the vehicle is located at the current moment and the distance from the position where the vehicle is located at the current moment is less than the first preset distance threshold based on the radar information; in the case of determining that there is an emergency lane and there is no obstacle, determining the target emergency route based on the emergency lane; in the case of determining that there is an emergency lane but there is an obstacle, controlling the vehicle to continue to travel at the current vehicle speed, and in the case of determining that the vehicle meets the lane change condition during the continuous travel, determining the target emergency route based on the emergency lane; in the case of determining that there is no emergency lane, determining the target emergency route based on the target emergency lane; the target emergency lane includes the emergency lane recommended by the map information and the distance from the position where the vehicle is located at the current moment is less than the second preset distance threshold.

[0110] Optionally, the vehicle controller can also control the vehicle to continue to travel at the current vehicle speed in the case of determining that there is an emergency lane but there is an obstacle, and in the case of determining that the vehicle does not meet the lane change condition during the continuous travel, continuously control the vehicle to continue to travel at the current vehicle speed.

[0111] Exemplarily, assume that the first preset distance threshold is 200 meters, and the preset directions are forward, backward, left, and right. Assume that the second preset distance threshold is 100 meters. Then, when the vehicle controller determines that there is an emergency lane on the rightmost side of the vehicle's current position and there are no obstacles within 200 meters in the front, back, left, and right of the current vehicle position, it determines the target emergency lane based on the emergency lane on the rightmost side of the vehicle's current position (denoted as the first emergency lane). Or, when the vehicle controller determines that there is an emergency lane on the rightmost side of the vehicle's current position, but there are obstacles within 200 meters in the front, back, left, and right of the current vehicle position, it controls the vehicle to continue driving at the current vehicle speed, and when it determines that the vehicle meets the lane-changing conditions during the continuous driving process, it determines the target emergency lane based on the lane after the lane change. Or, when the vehicle controller determines that there is no emergency lane on the rightmost side of the vehicle's current position, it determines the target emergency lane based on the emergency lane recommended by the map information and with a distance less than 100 meters from the vehicle's current position.

[0112] In an alternative embodiment, when the vehicle controller determines the estimated power consumption required for the vehicle to travel from the current position to the target emergency route, it may include: determining the estimated power consumption required for the vehicle to travel from the current position to the target emergency route based on the unit power consumption corresponding to the vehicle.

[0113] Wherein, the unit power consumption can be the power consumption corresponding to the vehicle traveling 100 kilometers (or referred to as the vehicle's power consumption per 100 kilometers), or the power consumption corresponding to the vehicle traveling 1000 kilometers (or referred to as the vehicle's power consumption per 1000 kilometers), and no limitation is made here.

[0114] Optionally, when the vehicle controller determines the estimated power consumption required for the vehicle to travel from the current position to the target emergency lane based on the unit power consumption corresponding to the vehicle, it may first determine the driving distance of the vehicle from the current position to the target emergency route; then, based on the driving distance and the unit power consumption corresponding to the vehicle, it determines the estimated power consumption required for the vehicle to travel from the current position to the target emergency route.

[0115] By adopting this embodiment, the vehicle controller can accurately determine the target emergency route based on the map information and radar information collected at the current moment, and quickly determine the estimated power consumption required for the vehicle to travel from the current position to the target emergency route based on the unit power consumption corresponding to the vehicle.

[0116] Next, in combination with Figure 3 , the overall process of the vehicle powertrain control method provided by the embodiments of the present application will be elaborated. Please refer to Figure 3 , Figure 3It is a schematic flowchart of another vehicle powertrain control method provided by an embodiment of the present application, and this method can be executed by a vehicle controller. As Figure 3 shown, the vehicle powertrain control method may include but is not limited to the following steps.

[0117] S301. When a communication loss occurs in the engine of the vehicle, obtain the status information of the engine at the previous moment when the communication loss of the engine occurred, as well as the map information and radar information collected at the current moment.

[0118] Optionally, the status information of the engine may include but is not limited to the actual engine speed, actual engine torque, water temperature, fuel cut-off state, etc. Among them, the actual engine speed = generator speed * speed ratio from the generator to the engine.

[0119] S302. Based on the map information and radar information, plan an emergency route when the engine communication is lost, and estimate the power consumption corresponding to the emergency route.

[0120] Among them, the power consumption corresponding to the emergency route refers to the power consumption required for the vehicle to travel from the current position to the emergency route.

[0121] Exemplarily, the vehicle controller can determine whether there is an emergency lane or service area for the nearest parking based on the map information, and determine whether there are obstacles such as vehicles within 200 m in front of, behind, to the left, and to the right of the current position of the vehicle based on the radar information; when it is determined that there are no obstacles within 200 m in front of, behind, to the left, and to the right of the current position of the vehicle and there is an emergency lane on the rightmost side, determine a first emergency route based on the rightmost emergency lane; when it is determined that there is an emergency lane on the rightmost side of the current position of the vehicle, but there are obstacles within 200 m in front of, behind, to the left, and to the right and it is impossible to change lanes, select to continue driving at the current vehicle speed, and then determine whether the lane change condition is met during the driving of the vehicle. If so, determine a second emergency route based on the lane after the lane change; when it is determined that there is no emergency lane on the rightmost side of the current position of the vehicle, determine a third emergency route based on the nearest emergency lane recommended by the map information.

[0122] Exemplarily, the vehicle controller can also determine the power consumption required to reach the first emergency route, or the second emergency route, or the third emergency route based on the power consumption per 100 km of the vehicle driving.

[0123] S303. Based on the working mode of the powertrain, the current battery power, current fuel quantity corresponding to the vehicle at the current moment, the status information of the engine at the previous moment when the engine communication is lost, and the power consumption required for the vehicle to travel to the first emergency route / second emergency route / third emergency route, perform coordinated control of the powertrain.

[0124] Optionally, the powertrain components may include an engine, a generator, a drive motor, a clutch, etc. The vehicle controller performs coordinated control of the powertrain, which may be to send control commands to the powertrain control module and / or the clutch control module to perform coordinated control of the powertrain components.

[0125] Optionally, the operating modes of the powertrain may include a series operating mode, a parallel operating mode, a speed regulation stage for switching from the series operating mode to the parallel operating mode, and a torque unloading stage for switching from the parallel operating mode to the series operating mode. The following is an example of the process of the vehicle controller performing coordinated control of the powertrain in different operating modes of the powertrain.

[0126] Case 1: When there is a communication loss in the engine and the operating mode of the powertrain is the series operating mode, the vehicle controller can perform coordinated control of the powertrain based on the current battery power, the current fuel quantity, and the power consumption required for the vehicle to travel to the first emergency route / second emergency route / third emergency route. Optionally, in this case, the vehicle controller can perform the following steps:

[0127] a. When the current battery power > the power consumption required for the vehicle to travel to the first emergency route / second emergency route / third emergency route + the safety energy offset, the vehicle controller can send a fuel cut-off command and a shutdown command to the engine controller. At the same time, during the shutdown process, the vehicle controller can determine whether to switch the operating mode of the generator based on the actual engine speed. If so, the vehicle controller can send a mode switching command to the engine controller through the powertrain control module. Among them, the actual engine speed = the generator speed * the speed ratio from the generator to the engine.

[0128] b. When the current battery power < the power consumption required for the vehicle to travel to the first emergency route / second emergency route / third emergency route + the safety energy offset, but the power converted from the current fuel quantity + the current battery power > the power consumption required for the vehicle to travel to the first emergency route / second emergency route / third emergency route + the safety energy offset, and the engine water temperature < the preset temperature threshold (such as 118°C), the vehicle controller can continuously generate electricity based on the power generation strategy and send a fuel cut-off command and a shutdown command to the engine controller after the vehicle reaches the target emergency route.

[0129] c. When the power converted from the current fuel quantity + the current battery power < the power consumption required for the vehicle to travel to the first emergency route / second emergency route / third emergency route + the safety energy offset, or the engine water temperature > the preset temperature threshold (such as 118°C), the vehicle controller can reduce the power generation level, reduce the engine demand torque, and at the same time, the large screen prompts an EMS communication failure, insufficient fuel and power, and pull over to the side of the road nearby.

[0130] Case 2: When communication with the engine is lost and the powertrain is in the speed regulation stage of switching from the series working mode to the parallel working mode, the vehicle control unit (VCU) can output a demand to exit the parallel mode and send a clutch disengagement command to the clutch control module. In this case, the clutch circuit is depressurized, and the working mode of the powertrain will return to the series working mode. At this time, the VCU can use the control strategy in the series working mode (i.e., the aforementioned Case 1) to coordinate the control of the powertrain.

[0131] Case 3: When communication with the engine is lost and the powertrain is in the parallel working mode, the VCU can perform coordinated control of the powertrain based on the current battery charge, current fuel level, and the power consumption required for the vehicle to travel on the first emergency route / the second emergency route / the third emergency route. Optionally, in this case, the VCU can perform the following steps:

[0132] a. When the current battery charge > the power consumption required for the vehicle to travel on the first emergency route / the second emergency route / the third emergency route + the safety energy offset, the VCU can send a fuel cut-off command to the engine control unit (ECU). The VCU can also determine whether the clutch disengagement condition is met based on the current working state of the powertrain. If so, it can send a clutch disengagement command to the clutch control module. The VCU can also send a generator torque control command and a generator demand torque to the ECU through the powertrain control module, where the generator demand torque = the estimated engine torque obtained by looking up the vehicle speed - torque correspondence table based on the current vehicle speed / the generator-to-engine speed ratio. The VCU can also send a drive motor torque control command and a drive motor demand torque to the drive motor through the powertrain control module, where the drive motor demand torque = the vehicle demand torque. After determining that the clutch has switched to the disengaged state (disconnected), the VCU can also send a shutdown command to the ECU through the powertrain control module.

[0133] Among them, the initial data in the vehicle speed - torque correspondence table are the engine flywheel end torque data measured at fixed time intervals during bench tests with different output torques for fuel cut-off, and other data are obtained through self-learning based on the fuel cut-off conditions during coasting in direct drive at different vehicle speeds in actual vehicles.

[0134] b. When the current battery power < the power consumption required for the vehicle to travel to the first emergency route / the second emergency route / the third emergency route + the safety energy offset, but the power converted from the current fuel quantity + the current battery power > the power consumption required for the vehicle to travel to the first emergency route / the second emergency route / the third emergency route + the safety energy offset, and the engine water temperature < the preset temperature threshold (such as 118°C), the vehicle control unit can send a fuel cut-off command, a generator torque control command, and a generator demand torque to the engine control unit through the powertrain control module. The generator demand torque = the estimated engine torque obtained by looking up the vehicle speed - torque correspondence table based on the current vehicle speed / the speed ratio from the generator to the engine; send a clutch disengagement command to the clutch control module; and send a drive motor torque control command and determine the motor demand torque to the drive motor control unit through the powertrain control module. The drive motor demand torque = the vehicle demand torque. After that, when it is determined that the clutch has switched to the disengaged state, the vehicle control unit can use the control strategy in the series operation mode (i.e., the aforementioned case one) for powertrain coordinated control.

[0135] c. When the power converted from the current fuel quantity + the current battery power < the power consumption required for the vehicle to travel to the first emergency route / the second emergency route / the third emergency route + the safety energy offset, or the engine water temperature > the preset temperature threshold (such as 118°C), the vehicle control unit can send a fuel cut-off command, a generator torque control command, and a generator demand torque to the engine control unit through the powertrain control module; send a clutch disengagement command to the clutch control module; and send a drive motor torque control command and determine the motor demand torque to the drive motor control unit through the powertrain control module. Among them, the generator demand torque = the estimated engine torque obtained by looking up the vehicle speed - torque correspondence table based on the current vehicle speed / the speed ratio from the generator to the engine, and the drive motor demand torque = the vehicle demand torque. In addition, the vehicle control unit can also output a prompt message to the large screen. The prompt message includes an engine communication failure, insufficient current fuel quantity and current power. The prompt message is used to instruct the user to pull over to the side of the road nearby.

[0136] (4) When there is a communication loss in the engine and the working mode of the powertrain is in the torque unloading stage of switching from the parallel working mode to the series working mode, the vehicle control unit can continue to send a clutch disengagement command to the clutch control module, and at the same time send a fuel cut-off command, a generator torque control command, and a generator demand torque to the engine control unit through the powertrain control module, and send a drive motor torque control command and determine the motor demand torque to the drive motor control unit through the powertrain control module. Among them, the generator demand torque = the estimated engine torque obtained by looking up the vehicle speed - torque correspondence table based on the current vehicle speed / the speed ratio from the generator to the engine, and the drive motor demand torque = the vehicle demand torque.

[0137] In the embodiments of the present application, the vehicle controller can perform coordinated control of the powertrain based on the working mode of the powertrain, the current battery power, the current fuel level, the state information of the engine at the previous moment when communication loss occurs in the engine, and the power consumption required for the vehicle to travel on the first emergency route / the second emergency route / the third emergency route. In this way, the driving safety can be improved.

[0138] It should be understood that although the steps in the flowcharts involved in the above-described embodiments are sequentially shown according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-described embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same moment, but can be executed at different moments. The execution order of these steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least a part of other steps or steps or stages in other steps.

[0139] Based on the same inventive concept, the embodiments of the present application also provide an automotive powertrain control device for implementing the above-mentioned automotive powertrain control method. The solution provided by this device to solve the problem is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the automotive powertrain control device provided below can refer to the limitations on the automotive powertrain control method in the above text, and will not be repeated here.

[0140] Please refer to Figure 4 , Figure 4 which is a schematic structural diagram of an automotive powertrain control device provided by the embodiments of the present application. As Figure 4 shown, the automotive powertrain control device may include, but is not limited to, a communication diagnosis module 401, a navigation module 402, a power consumption estimation module 403, and a control module 404.

[0141] Among them, the communication diagnosis module 401 is used to obtain the data transmitted by the engine controller and perform communication diagnosis to determine whether communication loss occurs in the engine. Optionally, the communication diagnosis module 401 can also continuously send the state information of the engine at the previous moment when communication loss occurs in the engine to the control module 404. The state information may include the actual engine speed, actual torque, water temperature, fuel cut-off state, etc. Among them, the actual engine speed = generator speed * generator-to-engine speed ratio.

[0142] The navigation module 402 is configured to obtain map information and radar information of the vehicle's current location, and plan an emergency route when engine communication is lost based on the map information and radar information.

[0143] The power consumption estimation module 403 is configured to estimate the power consumption required for the vehicle to travel from its current location to the emergency route.

[0144] The control module 404 is configured to receive the status information of the engine at the moment immediately before the engine communication is lost from the communication diagnosis module 401, and determine a control instruction for the powertrain components based on the status information of the engine at the moment immediately before the engine communication is lost, the current fuel level, the current battery power, and the power consumption required for the vehicle to travel from its current location to the emergency route. Then, the control module 404 sends the control instruction to the engine controller and / or the drive motor controller through the powertrain control module, and directly sends the control instruction to the clutch control module, so that the engine controller, the drive motor controller, and / or the clutch control module perform emergency response control on the powertrain components based on the control instruction.

[0145] Please refer to Figure 5 , Figure 5 which is a schematic structural diagram of another vehicle powertrain control device provided by an embodiment of the present application. As Figure 5 shown, the vehicle powertrain control device may include, but is not limited to:

[0146] The acquisition module 501 is configured to obtain the historical status information of the engine and the road condition information collected at the current moment when the engine communication in the vehicle is lost; the historical status information is the status information of the engine at the moment immediately before the engine communication is lost.

[0147] The determination module 502 is configured to determine the target emergency route associated with the vehicle based on the road condition information, and determine the estimated power consumption required for the vehicle to travel from its current location to the target emergency route.

[0148] The determination module 502 is further configured to determine the control instruction corresponding to the vehicle at the current moment based on the historical status information, the estimated power consumption, and the working mode of the powertrain in the vehicle; the control instruction is used to instruct the powertrain component controller in the vehicle to perform an emergency response.

[0149] In one embodiment, when determining module 502 is used to determine a control instruction corresponding to the current moment of the vehicle based on historical state information, estimated power, and the operating mode of the powertrain in the vehicle, it is specifically used for: obtaining the current power corresponding to the vehicle at the current moment, and determining a power threshold based on the estimated power and the safety energy offset; determining a control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the current power and the power threshold, the historical state information, and the operating mode of the powertrain in the vehicle.

[0150] In one embodiment, the historical state information includes the actual engine speed at the previous moment; when determining module 502 is used to determine a control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the current power and the power threshold, the historical state information, and the operating mode of the powertrain in the vehicle, it is specifically used for: when the operating mode of the powertrain in the vehicle is a series operating mode and the current power is greater than the power threshold, obtaining a control instruction for the operating mode of the generator based on the actual speed; the control instruction for the operating mode of the generator is used for the engine controller in the vehicle to control the operating mode of the generator; using the control instruction for the operating mode, the fuel cut-off instruction, and the shutdown instruction as the control instruction corresponding to the current moment of the vehicle; the fuel cut-off instruction is used to instruct the engine controller to cut off the fuel supply of the engine, and the shutdown instruction is used to instruct the engine controller to stop the engine from running.

[0151] In one embodiment, determining module 502 is further used for: when the operating mode of the powertrain in the vehicle is a series operating mode and the current power is less than the power threshold, determining the total power based on the power converted from the current fuel quantity in the vehicle and the current power, and determining a control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the total power and the power threshold and the historical state information.

[0152] In one embodiment, the historical state information further includes the engine water temperature at the previous moment; when determining module 502 is used to determine a control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the total power and the power threshold and the historical state information, it is specifically used for: when the total power is greater than the power threshold and the engine water temperature is less than the preset temperature threshold, generating electricity based on a preset power generation strategy, and when the vehicle reaches the target emergency route, using the fuel cut-off instruction and the shutdown instruction as the control instruction corresponding to the current moment of the vehicle; when the total power is less than the power threshold, or the engine water temperature is greater than the preset temperature threshold, updating the current power generation level of the generator to the next power generation level corresponding to the generator at the previous moment, and outputting target information; where the next power generation level is lower than the power generation level of the generator corresponding to the previous moment, and the target information includes engine communication failure, the fuel quantity of the vehicle is less than the preset fuel quantity threshold, and the power of the vehicle is less than the preset power threshold; the target information is used to indicate parking within a preset distance range.

[0153] In one embodiment, when the determining module 502 is used to determine the control instruction of the vehicle corresponding to the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle, it is specifically used for: when the working mode of the powertrain in the vehicle is the parallel working mode, determining the required torque of the generator and the required torque of the drive motor; generating a generator torque control instruction based on the required torque of the generator, and generating a drive motor control instruction based on the required torque of the drive motor; wherein, the generator torque control instruction is used to instruct the engine controller in the vehicle to control the output torque corresponding to the generator, and the drive motor torque control instruction is used to instruct the drive motor controller in the vehicle to control the output torque corresponding to the drive motor; determining the control instruction of the vehicle corresponding to the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, the generator torque control instruction, and the drive motor torque control instruction.

[0154] In one embodiment, the historical state information includes the water temperature of the engine at the previous moment; when the determining module 502 is used to determine the control instruction of the vehicle corresponding to the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, the generator torque control instruction, and the drive motor torque control instruction, it is specifically used for: when the current power is greater than the power threshold, taking the fuel cut-off instruction, the clutch disengagement instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction of the vehicle corresponding to the current moment; wherein, the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the clutch disengagement instruction is used to instruct the clutch control module in the vehicle to control the clutch to disengage; when the current power is less than the power threshold, determining the total power based on the power converted from the current fuel quantity in the vehicle and the current power, and determining the control instruction of the vehicle corresponding to the current moment based on the magnitude relationship between the total power and the power threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction.

[0155] In one embodiment, when determining the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the total power and the power threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction, the determination module 502 is specifically configured to: when the total power is greater than the power threshold and the water temperature of the engine is less than the preset temperature threshold, use the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle; when the total power is less than the power threshold, or the water temperature of the engine is greater than the preset temperature threshold, use the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the drive motor torque control instruction as the control instruction corresponding to the current moment of the vehicle, and when the clutch has been disconnected, determine that the working mode is the series working mode, and return to execute the step of determining the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle.

[0156] In one embodiment, the determination module 502 is further configured to: when the working mode of the powertrain is in the speed regulation stage of switching from the series working mode to the parallel working mode, use the clutch disconnection instruction as the control instruction corresponding to the current moment of the vehicle, and the control instruction is used to instruct the clutch control module in the vehicle to control the clutch to disconnect; when the working mode returns to the series working mode, return to execute the step of determining the control instruction corresponding to the current moment of the vehicle based on the magnitude relationship between the current power and the power threshold, the historical state information, and the working mode of the powertrain in the vehicle.

[0157] In one embodiment, the determination module 502 is further configured to: when the working mode of the powertrain is in the torque unloading stage of switching from the parallel working mode to the series working mode, use the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction, and the generator torque control instruction as the control instruction corresponding to the current moment of the vehicle.

[0158] In one embodiment, when determining the required torque of the generator, the determination module 502 is specifically configured to: determine the current estimated torque corresponding to the engine based on the current vehicle speed of the vehicle at the moment of engine communication loss and the pre-constructed vehicle speed-torque correspondence relationship; the vehicle speed-torque correspondence relationship includes the correspondence relationship between multiple vehicle speeds and multiple estimated torques; determine the required torque of the generator based on the current estimated torque and the speed ratio from the generator to the engine.

[0159] In one embodiment, the device may further include a processing module, which is configured to record and store a data set when it is determined that the operating mode of the powertrain is a parallel operating mode and the coasting fuel cut-off condition is satisfied. The data set includes the initial vehicle speed, the initial actual engine torque, and the actual engine torques at multiple moments corresponding to a fixed time interval. Among them, in the data set, the initial actual engine torque and the multiple actual engine torques are both less than a preset torque threshold. When it is determined that the number of records of the same initial vehicle speed and the same initial actual engine torque in the multiple data sets recorded and stored is greater than or equal to a preset number threshold, the average value of the multiple actual engine torques corresponding to the moments in the same time interval in the multiple data sets is used as the estimated engine torque corresponding to the moment in the same time interval. Based on the estimated engine torques corresponding to multiple moments at different vehicle speeds, the vehicle speed-torque correspondence relationship is updated.

[0160] In one embodiment, the road condition information includes the map information and radar information collected at the current moment. When the determination module 502 is used to determine the target emergency route based on the road condition information, it is specifically configured to: determine whether there is an emergency lane on the rightmost side of the vehicle's location at the current moment based on the map information, and determine whether there is an obstacle at a distance less than a first preset distance threshold from the vehicle's location at the current moment and in a preset direction of the vehicle's location at the current moment based on the radar information. When it is determined that there is an emergency lane and there is no obstacle, determine the target emergency route based on the emergency lane; when it is determined that there is an emergency lane but there is an obstacle, control the vehicle to continue driving at the current vehicle speed, and when it is determined that the vehicle satisfies the lane change condition during the continuous driving process, determine the target emergency route based on the emergency lane; when it is determined that there is no emergency lane, determine the target emergency route based on the target emergency lane; the target emergency lane includes the emergency lane recommended by the map information and having a distance less than a second preset distance threshold from the vehicle's location at the current moment. When the determination module 502 is used to determine the estimated power consumption required for the vehicle to travel from the current location to the target emergency route, it is specifically configured to: determine the estimated power consumption required for the vehicle to travel from the current location to the target emergency route based on the unit power consumption corresponding to the vehicle.

[0161] Each module in the above automotive powertrain control device can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in the processor of the computer device in hardware form or be independent of it, or be stored in the memory of the vehicle control device in software form, so that the processor can call and execute the operations corresponding to the above respective modules.

[0162] In an exemplary embodiment, a hybrid vehicle is provided, and its internal structure diagram can be as Figure 6As shown in the figure. The hybrid vehicle includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input device. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface, the display unit, and the input device are connected to the system bus through the input / output interface. Among them, the processor of the hybrid vehicle is used to provide computing and control capabilities. The memory of the hybrid vehicle includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the hybrid vehicle is used to exchange information between the processor and external devices. The communication interface of the hybrid vehicle is used to communicate with external terminals in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it realizes a method for controlling an automotive powertrain. The display unit of the hybrid vehicle is used to form a visually visible picture, which can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the hybrid vehicle can be a touch layer covering the display screen, or buttons, a trackball, or a touchpad provided inside the hybrid vehicle, etc.

[0163] Those skilled in the art can understand that Figure 6 the structure shown in the figure is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the hybrid vehicle to which the solution of the present application is applied. The specific hybrid vehicle may include more or fewer components than those shown in the figure, or combine some components, or have a different component layout.

[0164] In an exemplary embodiment, the present application provides a hybrid vehicle, including a memory and a processor, and the memory stores a computer program; when the processor executes the computer program, it realizes the steps in the above-mentioned methods for controlling an automotive powertrain.

[0165] In an exemplary embodiment, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by the processor, it realizes the steps in the above-mentioned methods for controlling an automotive powertrain.

[0166] In an exemplary embodiment, the present application provides a computer program product, including a computer program. When the computer program is executed by the processor, it realizes the steps in the above-mentioned methods for controlling an automotive powertrain.

[0167] It should be noted that the data involved in this application (including but not limited to the historical state information of the engine, road condition information, target emergency route, estimated power, control instructions of the vehicle corresponding to the current moment, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0168] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in this application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in this application can be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, data processing logics based on quantum computing, artificial intelligence (AI) processors, etc., without limitation.

[0169] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this application.

[0170] The above-described embodiments merely represent several implementation manners of this application. The description is relatively specific and detailed, but it should not be construed as a limitation on the patent scope of this application. It should be noted that for those of ordinary skill in the art, without departing from the concept of this application, several modifications and improvements can still be made, and these all belong to the protection scope of this application. Therefore, the protection scope of this application should be subject to the appended claims.

Claims

1. A method for controlling an automobile powertrain, characterized in that: The method comprises: In the event that communication loss occurs to an engine in a vehicle, historical status information of the engine and road condition information collected at the current moment are obtained; the historical status information is status information of the engine at a moment before the communication loss occurs to the engine; Based on the road condition information, determine a target emergency route associated with the vehicle, and determine an estimated amount of power required for the vehicle to travel from a current position to the target emergency route; Based on the historical status information, the estimated power and the operating mode of the powertrain in the vehicle, a control instruction for the vehicle corresponding to the current moment is determined; the control instruction is used to instruct the powertrain components in the vehicle to perform an emergency response.

2. The method according to claim 1, characterized in that The determining, based on the historical state information, the estimated power, and the working mode of the powertrain in the vehicle, the control instruction of the vehicle corresponding to the current moment includes: Acquire a current power level of the vehicle corresponding to the current moment, and determine a power level threshold based on the estimated power level and the safety energy offset; Based on the magnitude relationship between the current power level and the power level threshold, the historical status information, and the operating mode of the powertrain in the vehicle, a control instruction of the vehicle corresponding to the current moment is determined.

3. The method according to claim 2, characterized in that The historical status information includes the actual speed of the engine at the previous moment; The determining, based on the magnitude relationship between the current power level and the power level threshold, the historical status information, and the working mode of the powertrain in the vehicle, the control instruction of the vehicle corresponding to the current moment includes: When the working mode of the powertrain in the vehicle is a series working mode and the current power is greater than the power threshold, obtaining a working mode control instruction of the generator based on the actual speed; the working mode control instruction of the generator is used by an engine controller in the vehicle to control the working mode of the generator; The working mode control instruction, fuel cut-off instruction and shutdown instruction are used as the control instructions of the vehicle corresponding to the current moment; the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the shutdown instruction is used to instruct the engine controller to control the engine to stop running.

4. The method according to claim 3, characterized in that The method further comprises: When the operating mode of the powertrain in the vehicle is the series operating mode and the current power is less than the power threshold, the total power is determined based on the power converted from the current oil amount in the vehicle and the current power, and the control instructions of the vehicle corresponding to the current moment are determined based on the size relationship between the total power and the power threshold and the historical status information.

5. The method according to claim 4, characterized in that The historical status information also includes the water temperature of the engine at the previous moment; The determining, based on the magnitude relationship between the total power and the power threshold and the historical state information, the control instruction of the vehicle corresponding to the current moment includes: When the total power is greater than the power threshold and the water temperature of the engine is less than a preset temperature threshold, power is generated based on a preset power generation strategy, and when the vehicle reaches the target emergency route, the fuel cut-off instruction and the shutdown instruction are used as control instructions of the vehicle corresponding to the current moment; When the total power is less than the power threshold, or the water temperature of the engine is greater than the preset temperature threshold, the current power generation level corresponding to the generator is updated to the next power generation level of the power generation level corresponding to the generator at the previous moment, and the target information is output; Among them, the next power generation level is lower than the power generation level of the generator corresponding to the previous moment, and the target information includes engine communication failure, the fuel level of the vehicle is less than a preset fuel level threshold, and the power level of the vehicle is less than a preset power threshold; the target information is used to indicate parking within a preset distance range.

6. The method according to claim 2, characterized in that The determining, based on the magnitude relationship between the current power level and the power level threshold, the historical status information, and the working mode of the powertrain in the vehicle, the control instruction of the vehicle corresponding to the current moment includes: When the working mode of the powertrain in the vehicle is a parallel working mode, determining the required torque of the generator and the required torque of the drive motor; Based on the generator required torque, a generator torque control instruction is generated, and based on the drive motor required torque, a drive motor control instruction is generated; wherein the generator torque control instruction is used to instruct an engine controller in the vehicle to control the output torque corresponding to the generator, and the drive motor torque control instruction is used to instruct a drive motor controller in the vehicle to control the output torque corresponding to the drive motor; Based on the magnitude relationship between the current power and the power threshold, the historical status information, the generator torque control instruction, and the drive motor torque control instruction, the control instruction of the vehicle corresponding to the current moment is determined.

7. The method according to claim 6, characterized in that The historical status information includes the water temperature of the engine at the previous moment; The determining the control instruction of the vehicle corresponding to the current moment based on the magnitude relationship between the current power and the power threshold, the historical state information, the generator torque control instruction, and the drive motor torque control instruction includes: When the current power is greater than the power threshold, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction and the drive motor torque control instruction are used as the control instructions of the vehicle corresponding to the current moment; wherein the fuel cut-off instruction is used to instruct the engine controller to control the engine to cut off fuel, and the clutch disconnection instruction is used to instruct the clutch control module in the vehicle to control the clutch to disconnect; When the current power level is less than the power threshold, the total power level is determined based on the power level converted from the current oil level in the vehicle and the current power level, and the control command of the vehicle corresponding to the current moment is determined based on the relationship between the total power level and the power threshold, the water temperature of the engine, the generator torque control command and the drive motor torque control command.

8. The method according to claim 7, characterized in that The determining the control instruction of the vehicle corresponding to the current moment based on the magnitude relationship between the total power and the power threshold, the water temperature of the engine, the generator torque control instruction, and the drive motor torque control instruction includes: When the total power is greater than the power threshold and the water temperature of the engine is less than a preset temperature threshold, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction and the drive motor torque control instruction are used as the control instructions of the vehicle corresponding to the current moment; When the total power is less than the power threshold, or the water temperature of the engine is greater than the preset temperature threshold, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction and the drive motor torque control instruction are used as the control instructions of the vehicle corresponding to the current moment, and, when the clutch is disconnected, the operating mode is determined to be a series operating mode, and the process returns to execute the step of determining the control instructions of the vehicle corresponding to the current moment based on the relationship between the current power and the power threshold, the historical status information and the operating mode of the powertrain in the vehicle.

9. The method according to claim 3, characterized in that: The method further comprises: When the working mode of the powertrain is in the speed regulation stage of switching from the series working mode to the parallel working mode, a clutch disconnection instruction is used as a control instruction of the vehicle corresponding to the current moment, and the control instruction is used to instruct a clutch control module in the vehicle to control the clutch to be disconnected; When the working mode returns to the series working mode, return to the step of determining the control instruction of the vehicle corresponding to the current moment based on the relationship between the current power and the power threshold, the historical status information and the working mode of the powertrain in the vehicle.

10. The method according to claim 7, characterized in that The method further comprises: When the working mode of the powertrain is in the torque unloading stage of switching from the parallel working mode to the series working mode, the fuel cut-off instruction, the clutch disconnection instruction, the generator torque control instruction and the generator torque control instruction are used as the control instructions of the vehicle corresponding to the current moment.

11. The method according to claim 6, characterized in that The step of determining the required torque of the generator includes: Determine the current estimated torque corresponding to the engine based on the current vehicle speed of the vehicle at the moment when the engine communication is lost and a pre-established vehicle speed-torque correspondence relationship; the vehicle speed-torque correspondence relationship includes correspondence relationships between multiple vehicle speeds and multiple estimated torques; The generator demand torque is determined based on the current estimated torque and a speed ratio of the generator to the engine.

12. The method according to claim 11, characterized in that The method further comprises: When it is determined that the working mode of the powertrain is the parallel working mode and the coasting fuel cut-off condition is met, a data group is recorded and stored, the data group including the initial vehicle speed, the initial actual engine torque, and the actual engine torques at multiple moments corresponding to fixed time intervals; wherein, in the data group, the initial actual engine torque and the multiple actual engine torques are both less than a preset torque threshold; When it is determined that the number of times the same initial vehicle speed and the same initial actual engine torque are recorded in the plurality of data groups recorded and stored is greater than or equal to a preset number threshold, an average value of the plurality of actual engine torques corresponding to the moments corresponding to the same time interval in the plurality of data groups is used as the estimated engine torque corresponding to the moment corresponding to the time interval; The vehicle speed-torque correspondence relationship is updated based on the engine estimated torques corresponding to the plurality of moments at different vehicle speeds.

13. An automobile powertrain control device, characterized in that: The device comprises: An acquisition module, used to acquire historical status information of the engine and road condition information collected at the current moment when communication loss occurs to the engine in the vehicle; the historical status information is status information of the engine at the moment before communication loss occurs to the engine; A determination module, configured to determine a target emergency route associated with the vehicle based on the road condition information, and determine an estimated amount of power required for the vehicle to travel from a current position to the target emergency route; The determination module is also used to determine the control instructions of the vehicle corresponding to the current moment based on the historical status information, the estimated power and the operating mode of the powertrain in the vehicle; the control instructions are used to instruct the powertrain components in the vehicle to perform an emergency response.

Images