V2V-based hybrid vehicle power supply auxiliary system and charging and starting method

Abstract

The invention discloses a V2V-based hybrid electric vehicle power supply auxiliary system and a charging and starting method, and relates to the field of high-voltage system architecture development of new energy hybrid electric vehicles. The system comprises a bidirectional integrated socket configured to realize bidirectional communication and charging functions between a power supply vehicle and a target vehicle by connecting the integrated wire harness; the alternating-current motor controller is configured to receive the control instruction, switch a rectification mode or an inversion mode and adjust the output or input current of the alternating-current motor; the temperature control system is configured to receive the control instruction and adjust the temperatures of the power battery, the engine, the alternating current motor controller and the alternating current motor to rated working temperatures; and the pre-charging control module is configured to receive a control instruction and load a pre-charging resistor to a high-voltage loop of the bidirectional integrated socket, the AC motor controller, the temperature control system and the power battery. According to the invention, the vehicle can quickly start the engine without being equipped with a starter; and meanwhile, the vehicle-to-vehicle charging is safer and more efficient.

Description

Technical Field

[0001] The present application relates to the field of high - voltage system architecture development for new - energy hybrid vehicles, and particularly to a power supply auxiliary system for hybrid vehicles based on V2V and charging and starting methods. Background Art

[0002] With the continuous optimization of the performance of new - energy hybrid vehicles and the continuous improvement of configuration requirements, the application scenarios of vehicles have become increasingly harsh. The ways to supplement the power source of hybrid vehicles usually include refueling at gas stations and charging at power stations. However, in scenarios such as ultra - long - distance driving or off - road driving, due to the lack of gas stations and charging stations for energy replenishment, the performance of hybrid vehicles will be greatly reduced.

[0003] To solve this problem, various improvements have been made to the power supply systems of hybrid vehicles in the industry, in order to solve the charging problem of hybrid vehicles in emergency situations, such as a vehicle - to - vehicle charging system and its control method disclosed in CN113815440 A, and a plug - in hybrid vehicle V2V DC charging system and control method disclosed in CN114889456 A.

[0004] The technologies disclosed in CN113815440 A and CN114889456 A both propose the technology of emergency charging from a power - supplying vehicle to a target charging vehicle, and both are for supplementing the power of pure - electric new - energy vehicles by range - extender hybrid vehicles, that is, the power - supplying vehicle includes an engine and a power battery, and the target charging vehicle only includes a power battery. In fact, in new - energy vehicles, hybrid and pure - electric are two different technical routes, and the above - mentioned technologies cannot solve the problems of auxiliary starting and charging between hybrid vehicles in emergency situations.

[0005] Moreover, in the prior art, vehicle - to - vehicle charging draws on the charging pile technology, that is, charging is achieved by "simulating a charging pile to perform charging handshaking and charging parameter configuration with the charging vehicle according to a preset standard". However, after adding the engine factor to vehicle - to - vehicle charging, the charging environment and safety parameters become more complex, and the above - mentioned technologies also lack necessary safety mechanisms. Summary of the Invention

[0006] The purpose of the present invention is to provide a power supply auxiliary system for hybrid vehicles based on V2V and charging and starting methods. The present invention is a high - voltage auxiliary starting and charging system architecture for hybrid vehicles, which fully considers the starting and charging factors under the intervention of the engine and has high safety and reliability.

[0007] The present invention provides the following solutions: In the first aspect, the present application describes a power supply auxiliary system for hybrid vehicles based on V2V, including an integrated wire harness connected between a power - supplying vehicle and a target vehicle, and both the power - supplying vehicle and the target vehicle include a power battery and an engine;

[0008] The power supply auxiliary system further includes

[0009] a bidirectional integrated socket configured to achieve bidirectional communication and charging functions between the power supply vehicle and the target vehicle by connecting the integrated wiring harness;

[0010] an AC motor controller configured to receive a control instruction, switch between a rectification or inversion mode, and adjust the current output or input by the AC motor;

[0011] a temperature control system configured to receive a control instruction and adjust the temperatures of the power battery, the engine, the AC motor controller, and the AC motor to the rated operating temperature;

[0012] a pre-charge control module configured to receive a control instruction and load a pre-charge resistor onto the high-voltage circuits of the bidirectional integrated socket, the AC motor controller, the temperature control system, and the power battery.

[0013] The pre-charge control module includes

[0014] a first control switch configured to be connected in the high-voltage circuit between the power battery and the bidirectional integrated socket, the AC motor controller, and the temperature control system; a second control switch and a pre-charge resistor, where the second control switch and the pre-charge resistor are connected in series and then connected in parallel across both ends of the first control switch.

[0015] The AC motor controller includes at least two parallel AC motor controllers; one AC motor controller is connected between the AC motor and the high-voltage circuit and is configured to receive a control instruction to rectify the alternating current generated by the AC motor into direct current; the other AC motor controller is connected between the AC motor and the high-voltage circuit and is configured to receive a control instruction to convert the direct current output by the power battery into alternating current to drive the AC motor to rotate.

[0016] Preferably, the integrated wiring harness includes a low-voltage communication wiring harness and a high-voltage charging wiring harness.

[0017] Preferably, it further includes an insulation detection module electrically connected across both ends of the power battery and configured to detect whether there is a leakage in the high-voltage circuit.

[0018] In a second aspect, this application describes a method for auxiliary charging of a hybrid vehicle based on V2V, including the following steps

[0019] S1: Detect the SOC state of the power battery of the target vehicle and determine whether it meets the vehicle self-start condition;

[0020] S2: If the self-start condition is not met, then disconnect the high-voltage circuit switch of the target vehicle, start the external auxiliary charging preparation, and establish a communication link with the power supply vehicle;

[0021] S3: Detect whether the engine of the power supply vehicle is started. If not, the power supply vehicle executes the step of starting the second engine;

[0022] S4: If the second engine has been started, execute the pre-charging step. After detecting that the pre-charging is completed, send a charging preparation completed signal to the target vehicle;

[0023] S5: The target vehicle recognizes the charging preparation completed signal and connects the integrated wiring harness to the first power battery circuit;

[0024] S6: Detect whether the voltage meets the charging conditions. If it meets, execute the charging instruction;

[0025] S7: During the charging process, control the first temperature control system to work and cool or heat each assembly of the target vehicle to the rated operating temperature;

[0026] S8: When the power of the first power battery meets the starting condition of the first motor, execute the power-off step and the restart step.

[0027] The power-off step includes

[0028] S81: The power supply vehicle controls the second motor and the second AC motor controller to stop working and disconnects the integrated wiring harness circuit on the power supply vehicle side;

[0029] S82: Disconnect the integrated wiring harness circuit on the target vehicle side;

[0030] The restart step includes

[0031] S83: Obtain the integrated wiring harness disconnection signal and connect the first power battery, the first AC motor controller and the first motor circuit;

[0032] S84: Control the first power battery to supply power to the first motor through the first AC motor controller, and the first motor drives the first engine to start ignition;

[0033] S85: When detecting the idle state of the first engine, the first AC motor controller responds to the power output instruction and works in the rectification mode;

[0034] S86: Connect the first motor, the first AC motor controller and the first power battery circuit, and charge the first power battery driven by the first engine.

[0035] The pre-charging step includes

[0036] S41: Disconnect the electrical switches of the second power battery, the second AC motor controller, the second temperature control system and the integrated wiring harness, and make the second engine drive the second motor to idle;

[0037] S42: Make the second AC motor controller respond to the power output instruction and work in the rectification mode;

[0038] S43: Connect the second motor, the second AC motor controller, the pre-charge resistor and the integrated wiring harness circuit, and detect the DC voltage at both ends of the integrated wiring harness;

[0039] S44: When the DC voltage detection is qualified, disconnect the pre-charge resistor, connect the second motor, the second AC motor controller and the integrated wiring harness circuit, and send a charging preparation completion signal to the target vehicle.

[0040] The steps for the power supply vehicle to execute the second engine start-up include

[0041] Control the second temperature control system to work. When each assembly of the vehicle is cooled or heated to the rated operating temperature, the second power battery supplies power to the second motor through the second AC motor controller, and the second motor drives the second engine to start.

[0042] In a third aspect, the present application describes a V2V-based hybrid vehicle auxiliary start-up method, including the following steps:

[0043] S1: Detect whether the power of the second power battery of the power supply vehicle meets the external auxiliary start-up condition;

[0044] S2: If not, the second engine charges the second power battery, and return to S1; if so, stop the second engine from working;

[0045] S3: Connect the circuit of the second power battery, the integrated wiring harness and the target vehicle, and send a charging preparation completion signal to the target vehicle;

[0046] S4: Connect the integrated wiring harness, the first AC motor controller and the first motor power supply circuit, so that the first AC motor controller responds to the power output instruction and operates in the inverter mode;

[0047] S5: Control the second power battery to drive the first engine to start until the idle state of the first engine is detected;

[0048] S6: When receiving the idle state information of the first engine, control the second power battery to stop power output;

[0049] S7: Disconnect the integrated wiring harness, and control the first AC controller to operate in the rectifier mode;

[0050] S8: Connect the first power battery, the first AC controller and the first generator circuit, and the first engine drives the first generator to charge the first power battery.

[0051] Preferably, before controlling the second power battery to drive the first engine to start, a pre-charging step is further included.

[0052] The present invention has the following advantages compared with the prior art: The present invention realizes the auxiliary charging and starting requirements of plug-in hybrid / hybrid vehicles, ensuring the applicability of such vehicles in response to emergency environments; through the optimization of the system architecture and the improvement of the starting and charging methods, the vehicle can quickly start the engine without a starter, optimizing the overall vehicle layout space and achieving the lightweight of the whole vehicle; at the same time, it also makes the vehicle-to-vehicle charging safer and more efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0054] Figure 1 FIG. is a system architecture diagram of a V2V-based hybrid vehicle power supply auxiliary system provided by the present invention.

[0055] Figure 2 FIG. is a schematic structural diagram of an electronic device of the power supply auxiliary system provided by the present invention.

[0056] Figure 3 FIG. is an implementation flowchart of a V2V-based hybrid vehicle auxiliary charging method provided by the present invention.

[0057] Figure 4 FIG. is an implementation flowchart of a V2V-based hybrid vehicle auxiliary starting method provided by the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0058] The following will clearly and completely describe the technical solutions of the present invention in conjunction with the drawings. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts based on the embodiments of the present invention belong to the scope of protection of the present invention.

[0059] The present application discloses a V2V-based hybrid vehicle power supply auxiliary system, including an integrated wiring harness connected between a power supply vehicle and a target vehicle, and both the power supply vehicle and the target vehicle include a power battery and an engine;

[0060] The power supply auxiliary system further includes a bi-directional integrated socket, an AC motor controller, a temperature control system, and a pre-charge control module. The power supply vehicle (Vehicle II) and the target vehicle (Vehicle I) can use the power supply auxiliary system with the same architecture. For example, the power supply vehicle includes a second power battery, a second engine, a second bi-directional integrated socket, a second AC motor controller, a second temperature control system, and a second pre-charge control module; the target vehicle includes a first power battery, a first engine, a first bi-directional integrated socket, a first AC motor controller, a first temperature control system, and a first pre-charge control module.

[0061] Among them, the bi-directional integrated socket is configured to realize the bi-directional communication and charging functions between the power supply vehicle and the target vehicle by connecting the integrated wire harness; among them, the AC motor controller is configured to receive control instructions, switch between the rectification or inversion mode, and adjust the current output or input by the AC motor; among them, the temperature control system is configured to receive control instructions and adjust the temperatures of the power battery, the engine, the AC motor controller, and the AC motor to the rated operating temperature. The temperature control system is preferably a temperature control system; among them, the pre-charge control module is configured to receive control instructions and load pre-charge resistors onto the high-voltage circuits of the bi-directional integrated socket, the AC motor controller, the temperature control system, and the power battery.

[0062] Embodiment 1

[0063] As Figure 1 shown in the V2V high-voltage auxiliary power supply system architecture diagram. This architecture includes at least two hybrid vehicles: each vehicle should have V2V communication technology, and should also have a bi-directional integrated socket with the same specifications and at least one integrated wire harness; both the bi-directional integrated socket and the integrated wire harness should have two functions of low-voltage communication and high-voltage charging. The so-called low voltage refers to the 24V battery voltage generally equipped in vehicles to supply power to lamps and controllers; the so-called high voltage, relative to the low voltage, refers to the voltage provided by the power battery of the hybrid vehicle or generated by the engine driving the motor.

[0064] Each vehicle should have a vehicle control unit (hereinafter referred to as VCU), which can manage the battery system, the electric drive system, the thermal management system, etc. through the vehicle bus or hard wire, and can realize the communication functions between the various assemblies inside the vehicle and between vehicles.

[0065] Each vehicle should have at least one power battery, which is used to meet the power consumption for vehicle driving, high-voltage accessory power consumption, and auxiliary charging requirements. The power battery either integrates internally or externally connects to a Battery Management System (hereinafter referred to as BMS), which is used to monitor the State of Charge (hereinafter referred to as SOC) of the power battery in real time and control the charge and discharge state of the power battery. In the illustration, the power battery is a high-voltage battery that can provide electrical energy for a hybrid vehicle to drive or charge and discharge. The upper end of the power battery is the positive electrode, and the lower end is the negative electrode.

[0066] Each vehicle should have at least one engine, which is used to provide power to drive the motor to rotate and generate electricity to charge the high-voltage power battery of the vehicle.

[0067] Each vehicle should have at least one alternating current motor and a set of alternating current motor controllers (hereinafter referred to as MCU); the alternating current motor should have the capabilities of both electric drive and power generation. When used as a motor, it should have the ability to drive the engine to start, and when used as a generator, it should have the ability to provide electric power for the vehicle; the alternating current motor controller should have the two capabilities of controlling the electric drive and power generation of the alternating current motor.

[0068] Each vehicle should have a temperature control system, such as a water cooling unit, which is used to heat or cool the engine, motor, motor controller and other assemblies to the rated working temperature and ensure the subsequent working temperature of each assembly.

[0069] This application controls the current loaded on the high-voltage circuit through a pre-charge control module to prevent large starting current from damaging electrical components; the pre-charge control module includes a first control switch, a second control switch and a pre-charge resistor, which are configured to be connected in the high-voltage circuit between the power battery and the bidirectional integrated socket, the alternating current motor controller and the temperature control system; the second control switch and the pre-charge resistor, the second control switch and the pre-charge resistor are connected in series and then connected in parallel at both ends of the first control switch. Figure 1 The shown Ki Ⅰ and Ki Ⅱ (i = 1, 2, …, 9) are control switches, and by way of example, electrical switches are adopted, which can be switch components such as relays or IGBTs. Ri Ⅰ and Ri Ⅱ (i = 1, 2, 3, 4) are pre-charge resistors, which form the circuit of the pre-charge control module with the electrical switches to prevent large starting current from damaging the controller. Through the design of this pre-charge control module, before the high-voltage circuit is connected for charging, the pre-charge resistor can be used to load and limit the current, and after confirming the safety of the charging circuit, the charging can be started.

[0070] The AC motor controller includes at least two parallel AC motor controllers; one AC motor controller is connected between the AC motor and the high-voltage circuit, configured to receive control instructions and rectify the alternating current generated by the AC motor into direct current; the other AC motor controller is connected between the AC motor and the high-voltage circuit, configured to receive control instructions and convert the direct current output by the power battery into alternating current to drive the AC motor to rotate. Figure 1 The shown MCU1 i and MCU2 i (i = Ⅰ or Ⅱ) are both AC motor controllers, whose function is to rectify the direct current output by the power battery, output alternating current to supply power to the AC motor to drive the vehicle to travel; or invert the alternating current output by the engine driving the AC motor to rotate, output direct current to charge the power battery, or be used as an external device to assist in starting another vehicle.

[0071] The integrated wiring harness includes a low-voltage communication wiring harness and a high-voltage charging wiring harness. The two-way integrated socket and the integrated wiring harness should cooperate to realize the low-voltage communication function and the high-voltage charging function of the two vehicles. After the integrated wiring harness is connected to the two-way integrated socket, the vehicle VCU identifies the external communication signal. If there is a charging request signal in the signal channel, the V2V high-voltage auxiliary start program is run, and the vehicle starts to charge or discharge.

[0072] The power supply auxiliary system further includes an insulation detection module, which is electrically connected to both ends of the power battery and is configured to detect whether the high-voltage circuit leaks electricity. The insulation detection module is an insulation detection device set to prevent the high-voltage circuit of the vehicle from forming a leakage circuit to the vehicle body ground, resulting in electric shock to vehicle occupants and ensuring the personal safety of vehicle occupants.

[0073] Embodiment 2

[0074] As Figure 3 shown, the present invention also discloses a V2V-based hybrid vehicle auxiliary charging method, including the following steps

[0075] S1: Detect the SOC state of the power battery of the target vehicle and determine whether it meets the vehicle self-start condition;

[0076] S2: If it does not meet the self-start condition, disconnect the high-voltage circuit switch of the target vehicle, start the external auxiliary charging preparation, and communicate and link with the power supply vehicle; Refer to Figure 1 and Figure 2 shown, the BMS Ⅰ The battery management system continuously monitors the SOC state of the power battery (the first power battery) of vehicle Ⅰ: If the SOC of the power battery is low, the BMS Ⅰ The battery management system sends a charging request signal to the VCU Ⅰ The vehicle controller. The VCU ⅠThe vehicle control unit synthesizes the vehicle status information and determines that the current state of charge (SOC) cannot meet the vehicle self-start condition, that is, the first power battery cannot provide the power to drive the first engine to start for the first AC motor. Then vehicle I decelerates and stops, and the VCU Ⅰ The vehicle control unit displays a charging request message on the in-vehicle operation panel.

[0077] Specifically, after personnel recognize the displayed message through the operation panel of vehicle I, they enter the high-voltage auxiliary start and charging function module and press the external auxiliary charging button, and the VCU Ⅰ The vehicle control unit starts the external auxiliary charging program, sends a disconnection command to all high-voltage circuit switches of vehicle I, and prepares for external auxiliary charging. After all switches are disconnected, the VCU Ⅰ The vehicle control unit sends an external auxiliary charging request signal and displays a message indicating that the preparation is complete on the operation panel. After personnel recognize the message, they use the integrated wiring harness to connect the bidirectional integrated sockets of vehicle I and vehicle II, and the VCU Ⅰ The vehicle control unit and the VCU Ⅱ The vehicle control unit recognizes the communication request from the other party, and after personnel manually operate and agree on the vehicle operation panel, the vehicle can be successfully connected. At this time, the VCU Ⅱ The vehicle control unit should recognize the VCU Ⅰ The external auxiliary charging request signal sent by the vehicle control unit. After personnel enter the high-voltage auxiliary start and charging function module in the operation panel of vehicle II and press the external auxiliary charging button, the VCU Ⅱ The vehicle control unit starts the high-voltage auxiliary charging program.

[0078] S3: Detect whether the engine of the power supply vehicle has started. If not, the power supply vehicle executes the step of starting the second engine;

[0079] Specifically, the steps for the power supply vehicle to start the second engine include controlling the second temperature control system to work. When the assemblies of the vehicle are cooled or heated to the rated operating temperature, the second power battery supplies power to the second motor through the second AC motor controller, and the second motor drives the second engine to start. Refer to Figure 1 As shown, disconnect the remaining high-voltage switches of vehicle II and close the K1 Ⅱ electrical switch. Then close the K6 Ⅱ electrical switch, and the second water cooling unit starts. After a period of time, close the K7 Ⅱ electrical switch and disconnect the K6 Ⅱ electrical switch. This control process is the pre-charging control process of the water cooling unit.

[0080] When the second water cooling unit is working normally, first, it is necessary to cool or heat the assemblies of the vehicle to the rated operating temperature, and second, it is necessary to ensure the subsequent operating temperature of the assemblies. Close the K2 ⅡElectrical switch, after the pre-charging process, K3 Ⅱ The electrical switch closes, K2 Ⅱ The electrical switch disconnects, and at this time, MCU1 Ⅱ The AC motor controller operates in the inverter mode, converting the DC power output by the power battery into AC power for the motor to rotate. The second AC motor drives the second engine to reach the starting speed, and the second engine ignites and starts.

[0081] S4: If the second engine has started, perform the pre-charging step. After detecting that the pre-charging is completed, send a charging preparation completed signal to the target vehicle; the second engine after successful start-up operates in the idle mode, VCU Ⅱ The vehicle controller sends to MCU1 Ⅱ Stop work instructions to the AC motor controller and the second AC motor. After the instructions are executed, disconnect K2 Ⅱ ~K9 Ⅱ Electrical switch, MCU1 Ⅱ The AC motor controller no longer has a power request, and the second engine drives the second AC motor to idle. Disconnect K1 Ⅱ Electrical switch, K3 Ⅱ The electrical switch closes, K2 Ⅱ The electrical switch disconnects, MCU1 Ⅱ The AC motor controller responds to the power output instruction and operates in the rectification mode. At this time, the second AC motor operates as a generator, MCU1 Ⅱ The AC motor controller converts the AC power generated by the second AC motor into DC power.

[0082] The pre-charging step includes S41: Disconnect the electrical switches of the second power battery, the second AC motor controller, the second temperature control system, and the integrated harness, and make the second engine drive the second motor to idle; S42: Make the second AC motor controller respond to the power output instruction and operate in the rectification mode; S43: Connect the second motor, the second AC motor controller, the pre-charge resistor, and the integrated harness circuit, and detect the DC voltage at both ends of the integrated harness; S44: When the DC voltage detection is qualified, disconnect the pre-charge resistor, connect the second motor, the second AC motor controller, and the integrated harness circuit, and send a charging preparation completed signal to the target vehicle. Refer to the appendix Figure 1 , close K8 Ⅱ Electrical switch, DC voltage is applied to both ends of the vehicle II bidirectional integrated socket. After the pre-charging step, K9 Ⅱ The electrical switch closes, K8 Ⅱ The electrical switch disconnects, and the external charging preparation of vehicle II is completed, VCU Ⅱ The vehicle controller sends a preparation completed signal to vehicle I through the integrated harness.

[0083] S5: The target vehicle recognizes the charging preparation completion signal and connects the integrated wiring harness to the first power battery circuit;

[0084] S6: Detect whether the voltage meets the charging conditions. If it meets, execute the charging instruction;

[0085] S7: During the charging process, control the first temperature control system to work and cool or heat each assembly of the target vehicle to the rated operating temperature; VCU Ⅰ The vehicle control unit recognizes VCU Ⅱ The preparation completion signal sent by the vehicle control unit closes K1 Ⅰ Electrical switch and send it to the BMS Ⅰ Battery management system and send a charging instruction. Then close K9 Ⅰ Electrical switch, apply external input direct current to both ends of the power battery, BMS Ⅰ The battery management system detects the direct current input by Vehicle Ⅱ through the integrated wiring harness and its voltage meets the power battery charging conditions, then executes the charging instruction, and the power battery 1 of Vehicle Ⅰ starts charging. During the process, the first water cooling unit of Vehicle Ⅰ starts to work to ensure the operating temperature of each assembly of Vehicle Ⅰ.

[0086] S8: When the power of the first power battery meets the starting condition of the first motor, execute the power-off step and restart step.

[0087] The power-off step includes S81: The power supply vehicle controls the second motor and the second AC motor controller to stop working and disconnects the integrated wiring harness circuit on the power supply vehicle side; S82: Disconnect the integrated wiring harness circuit on the target vehicle side; When the BMS Ⅰ The battery management system detects that the SOC of the first power battery rises and can meet the starting condition of the first AC motor, then controls the output power of the first power battery to zero and sends a charging completion signal to the VCU Ⅰ Vehicle control unit, and the VCU Ⅰ After receiving the signal, the vehicle control unit transmits the signal to the VCU Ⅱ Vehicle control unit. VCU Ⅱ The vehicle control unit sends a stop working instruction to the MCU1 Ⅱ AC motor controller and the second AC motor, then disconnects K9 Ⅱ Electrical switch and sends a power-off completion signal to the VCU Ⅰ Vehicle control unit. VCU Ⅰ After receiving the signal, the vehicle control unit disconnects K9 Ⅰ Electrical switch. At this time, the operation panels of both vehicles should display that the external auxiliary charging is completed. After personnel identification, the integrated wiring harness can be disconnected, and the high-voltage auxiliary charging is completed. At this time, if the second power battery of Vehicle Ⅱ has a charging requirement, K1 can be closed ⅡFor the electrical switch, the second engine can continue to drive the second AC motor to generate electricity to charge the second power battery. If there is no demand, the second engine can be stopped and K3 can be disconnected. Ⅱ Electrical switch.

[0088] The restart steps include

[0089] S83: Obtain the integrated harness disconnection signal, connect the first power battery, the first AC motor controller and the first motor circuit; S84: Control the first power battery to supply power to the first motor through the first AC motor controller, and the first motor drives the first engine to start ignition; S85: When the idle state of the first engine is detected, the first AC motor controller responds to the power output command and operates in the rectification mode; S86: Connect the first motor, the first AC motor controller and the first power battery, and charge the first power battery under the drive of the first engine.

[0090] The vehicle controller VCUⅠ recognizes the integrated harness disconnection signal and sends a command to the BMS Ⅰ battery management system to send an instruction to output power outward. The BMS Ⅰ battery management system controls the first power battery to start outputting power outward. After the pre-charging process, K3 Ⅰ electrical switch closes, K2 Ⅰ electrical switch disconnects. At this time, MCU1 Ⅰ AC motor controller operates in the inversion mode, converting the direct current output by the first power battery into alternating current for the first AC motor to rotate. The first AC motor drags the first engine to reach the starting speed, and the first engine ignites and starts. After successful starting, the first engine operates in the idle mode. At this time, the first AC motor stops working, and MCU1 Ⅰ AC motor controller no longer has a power request, and K3 is disconnected Ⅰ electrical switch, and the first engine drives the first AC motor to idle. K1 is disconnected Ⅰ electrical switch. After the pre-charging process, K3 Ⅰ electrical switch closes, K2 Ⅰ electrical switch disconnects, and MCU1 Ⅰ AC motor controller responds to the power output command and operates in the rectification mode. At this time, the first AC motor works as a generator, and MCU1 Ⅰ AC motor controller converts the alternating current generated by the first AC motor into direct current. After closing K1 Ⅰ electrical switch, vehicle Ⅰ enters the self-charging state.

[0091] Embodiment 3

[0092] As Figure 4 shown, the present invention also discloses a V2V-based hybrid vehicle auxiliary starting method, including the following steps:

[0093] S1: Detect whether the power of the second power battery of the powered vehicle meets the external auxiliary start condition; BMS Ⅱ The battery management system detects the SOC of the vehicle II power battery. If the SOC meets the external auxiliary start condition, execute the auxiliary start procedure. At this time, vehicle II should stop the engine and close K1 Ⅱ Electrical switch, and all other switches are turned off. Then close K8 Ⅱ Electrical switch, and DC voltage is applied across the two ends of the vehicle II bidirectional integrated socket. After the pre-charging process, K8 Ⅱ Electrical switch is turned off, K9 Ⅱ Electrical switch is closed, and the external charging of vehicle II is ready. VCU Ⅱ The vehicle control unit sends a ready signal to vehicle I through the integrated wiring harness.

[0094] S2: If not, the second engine charges the second power battery and returns to S1; if it meets the condition, stop the second engine;

[0095] S3: Connect the circuit of the second power battery, the integrated wiring harness and the target vehicle, and send a charging ready signal to the target vehicle;

[0096] S4: Connect the integrated wiring harness, the first AC motor controller and the first motor power supply circuit, so that the first AC motor controller responds to the power output command and operates in the inverter mode;

[0097] S5: Control the second power battery to drive the first engine to start until the idle state of the first engine is detected; specifically, VCU Ⅰ The vehicle control unit recognizes the ready signal sent by VCU Ⅱ The vehicle control unit closes K9 Ⅰ Electrical switch. Then after the pre-charging process, K3 Ⅰ Electrical switch is closed, K2 Ⅰ Electrical switch is turned off. At this time, MCU1 Ⅰ The AC motor controller operates in the inverter mode, converting the DC power output by the second power battery into AC power for the first AC motor to rotate. The first AC motor drives the first engine to reach the starting speed, and the first engine ignites and starts. The first engine after successful start operates in the idle mode.

[0098] S6: Receive the idle state information of the first engine and control the second power battery to stop power output; at this time, the first AC motor stops working, and MCU1 Ⅰ The AC motor controller no longer has a power request and disconnects K3 Ⅰ Electrical switch, and the first engine drives the first AC motor to idle.

[0099] S7: Disconnect the integrated wiring harness and control the first AC controller to operate in the rectification mode; after the engine starts successfully, send a start-completion signal to the VCU Ⅰ vehicle control unit. After the vehicle control unit Ⅰ vehicle control unit transfers the signal to the VCU Ⅱ vehicle control unit, VCU Ⅱ The vehicle control unit sends a command with zero power request to the BMS Ⅱ battery management system. The BMS Ⅱ battery management system controls the second power battery to output zero power. Disconnect K9 Ⅰ electrical switch, K9 Ⅱ electrical switch. At this time, both vehicle operation panels should display the completion of external auxiliary start. After personnel identification, the integrated wiring harness can be disconnected, and the high-voltage external auxiliary start is completed.

[0100] S8: Connect the first power battery, the first AC controller and the first generator circuit. The first engine drives the first generator to charge the first power battery. Disconnect K1 Ⅰ electrical switch. After the pre-charging process, K3 Ⅰ electrical switch closes, K2 Ⅰ electrical switch disconnects, and the MCU1 Ⅰ AC motor controller responds to the power output command and operates in the rectification mode. At this time, the first AC motor operates as a generator, and the MCU1 Ⅰ AC motor controller converts the alternating current generated by the first AC motor into direct current. After closing K1 Ⅰ electrical switch, vehicle I enters the self-charging state.

[0101] It should be noted that in the steps of the auxiliary start method, before step S1, it also includes detecting the SOC state of the target vehicle's power battery, determining whether it meets the vehicle self-start condition; and if it does not meet the self-start condition, disconnecting the high-voltage circuit switch of the target vehicle, starting the external auxiliary charging preparation, and communicating and linking with the power supply vehicle; the specific process refers to Embodiment 2.

[0102] The present invention is applicable to the high-voltage system architecture of vehicle-to-vehicle charging for hybrid vehicles, special off-road vehicles configured with V2V communication technology and other related vehicle models; it solves the problems of auxiliary safe start and charging of hybrid vehicles in emergency situations; the vehicles applicable to the present invention do not need to be equipped with starters, optimize the layout space, and also achieve the lightweight of the vehicle.

[0103] Although the present invention is specifically shown and introduced in combination with the preferred implementation embodiments, those skilled in the art should understand that without departing from the spirit and scope of the present invention defined by the appended claims, various changes can be made to the present invention in terms of form and details, and all are within the protection scope of the present invention.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A power supply auxiliary system for a hybrid vehicle based on V2V, including an integrated wire harness connected between a power supply vehicle and a target vehicle, and both the power supply vehicle and the target vehicle include a power battery and an engine; It is characterized in that The power supply auxiliary system further includes A bi-directional integrated socket configured to achieve bi-directional communication and charging functions between the power supply vehicle and the target vehicle by connecting the integrated wire harness; An AC motor controller configured to receive a control instruction, switch between rectification or inversion modes, and adjust the current output or input by the AC motor; A temperature control system configured to receive a control instruction and adjust the temperatures of the power battery, the engine, the AC motor controller, and the AC motor to the rated operating temperature; A pre-charge control module configured to receive a control instruction and load a pre-charge resistor onto the high-voltage circuits of the bi-directional integrated socket, the AC motor controller, the temperature control system, and the power battery.

2. The V2V-based hybrid vehicle power supply assistance system according to claim 1, wherein, The pre-charge control module includes A first control switch configured to be connected in the high-voltage circuit between the power battery and the bi-directional integrated socket, the AC motor controller, and the temperature control system; A second control switch and a pre-charge resistor, where the second control switch and the pre-charge resistor are connected in series and then connected in parallel across both ends of the first control switch.

3. The V2V-based hybrid vehicle power supply assistance system according to claim 1, characterized in that, The AC motor controller includes at least two parallel AC motor controllers; One AC motor controller is connected between the AC motor and the high-voltage circuit, and is configured to receive a control instruction to rectify the alternating current generated by the AC motor into direct current; Another AC motor controller is connected between the AC motor and the high-voltage circuit, and is configured to receive a control instruction to convert the direct current output by the power battery into alternating current to drive the AC motor to rotate.

4. The V2V-based hybrid vehicle power supply assistance system according to claim 1, wherein, The integrated wire harness includes a low-voltage communication wire harness and a high-voltage charging wire harness.

5. The V2V-based hybrid vehicle power supply auxiliary system according to claim 1, wherein, It includes an insulation detection module electrically connected across both ends of the power battery and configured to detect whether there is a leakage in the high-voltage circuit.

6. A method for auxiliary charging of a hybrid vehicle based on V2V, characterized in that, It includes the following steps S1: Detect the SOC state of the power battery of the target vehicle and determine whether it meets the vehicle self-start condition; S2: If the self-start condition is not met, disconnect the high-voltage circuit switch of the target vehicle, start the external auxiliary charging preparation, and establish a communication link with the power supply vehicle; S3: Detect whether the engine of the power supply vehicle has started. If not, the power supply vehicle executes the step of starting the second engine; S4: If the second engine has started, then execute the pre-charge step. After detecting that the pre-charge is completed, send a charging preparation completed signal to the target vehicle; S5: The target vehicle recognizes the charging preparation completed signal and connects the integrated wire harness to the first power battery circuit; S6: Detect whether the voltage meets the charging condition. If it does, execute the charging instruction; S7: During the charging process, control the first temperature control system to work and cool or heat each assembly of the target vehicle to the rated operating temperature; S8: When the power of the first power battery meets the starting condition of the first motor, then execute the power-off step and the restart step.

7. The V2V-based hybrid vehicle auxiliary charging method according to claim 6, wherein The power-off step includes S81: The power supply vehicle controls the second motor and the second AC motor controller to stop working and disconnects the integrated wire harness circuit on the power supply vehicle side; S82: Disconnect the integrated wire harness circuit on the target vehicle side; The restart step includes S83: Obtain the integrated harness disconnection signal, and connect the first power battery, the first AC motor controller, and the first motor circuit; S84: Control the first power battery to supply power to the first motor through the first AC motor controller, and the first motor drives the first engine to start ignition; S85: When the idle state of the first engine is detected, the first AC motor controller responds to the power output instruction and operates in the rectification mode; S86: Connect the first motor, the first AC motor controller, and the first power battery circuit, and charge the first power battery under the drive of the first engine.

8. The V2V-based hybrid vehicle auxiliary charging method according to claim 6, wherein the pre-charging step includes S41: Disconnect the electrical switches of the second power battery, the second AC motor controller, the second temperature control system, and the integrated harness, and let the second engine drive the second motor to idle; S42: Make the second AC motor controller respond to the power output instruction and operate in the rectification mode; S43: Connect the second motor, the second AC motor controller, the pre-charge resistor, and the integrated harness circuit, and detect the DC voltage at both ends of the integrated harness; S44: When the DC voltage detection is qualified, disconnect the pre-charge resistor, connect the second motor, the second AC motor controller, and the integrated harness circuit, and send a charging preparation completion signal to the target vehicle.

9. The V2V-based hybrid vehicle auxiliary charging method according to claim 6, wherein the steps for the power supply vehicle to start the second engine include Control the second temperature control system to work. When the components of the vehicle are cooled or heated to the rated operating temperature, the second power battery supplies power to the second motor through the second AC motor controller, and the second motor drives the second engine to start.

10. A method for assisting in starting a hybrid vehicle based on V2V, characterized in that, It includes the following steps: S1: Detect whether the power of the second power battery of the power supply vehicle meets the external auxiliary start condition; S2: If not, the second engine charges the second power battery, and return to S1; if so, stop the second engine from working; S3: Connect the circuit of the second power battery, the integrated harness, and the target vehicle, and send a charging preparation completion signal to the target vehicle; S4: Connect the integrated harness, the first AC motor controller, and the first motor power supply circuit, and make the first AC motor controller respond to the power output instruction and operate in the inversion mode; S5: Control the second power battery to drive the first engine to start until the idle state of the first engine is detected; S6: Receive the idle state information of the first engine, and control the second power battery to stop power output; S7: Disconnect the integrated harness, and control the first AC controller to operate in the rectification mode; S8: Connect the first power battery, the first AC controller, and the first generator circuit, and the first engine drives the first generator to charge the first power battery.

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