Hybrid power control system and method, program product, equipment and medium

Abstract

The invention provides a power control system. The power control system comprises an engine, a generator, a power battery, a driving battery, a first clutch, a second clutch and a coupler. The engine is connected with the generator through the first clutch; the first clutch is used for controlling the connection state of the engine and the generator; one end of the generator is connected with the coupler through the second clutch; the other end of the generator is connected with the power battery; the second clutch is used for controlling the connection state of the generator and the coupler; the coupler is used for switching a driving mode; one end of the driving motor is connected with the coupler; the other end of the driving motor is connected with the power battery. The engine, the generator, the power battery and the driving motor can be flexibly combined through a clutch and a coupler. The working mode of the engine can be optimized by reasonably controlling the working state of the clutch.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a hybrid power control system, method, program product, device and medium. Background Art

[0002] Range-extended hybrid vehicles (REEVs) combine the advantages of traditional fuel vehicles and pure electric vehicles. They use an internal combustion engine to charge the battery, extending driving range. However, current REEVs have simple control methods and lack the flexibility to adapt to various driving conditions. Summary of the Invention

[0003] The purpose of the embodiments of the present application is to provide a hybrid power control system, method, program product, device and medium for improving the ability of hybrid vehicles to flexibly respond to various driving problems.

[0004] In the first aspect, an embodiment of the present application provides a hybrid power control system, including: an engine, a generator, a power battery, a drive battery, a first clutch, a second clutch and a coupler; the engine is connected to the generator through the first clutch; the first clutch is used to control the connection status of the engine and the generator; one end of the generator is connected to the coupler through the second clutch; the other end of the generator is connected to the power battery; the second clutch is used to control the connection status of the generator and the coupler; the coupler is used to switch the driving mode; one end of the drive motor is connected to the coupler; the other end of the drive motor is connected to the power battery.

[0005] In the above implementation process, the engine, generator, power battery, and drive motor can be flexibly combined through clutches and couplers. In normal mode, the engine drives the generator to generate electricity, which is stored in the power battery. At the same time, the power battery supplies power to the drive motor, which drives the vehicle through the coupler. In sport mode, the first clutch is disengaged and the second clutch is closed. The generator and drive motor jointly provide power through the coupler to meet the power requirements of different driving conditions. By properly controlling the working state of the clutch, the engine operating mode can be optimized. For example, in normal mode, the engine operates in the economic speed range, driving the generator to generate electricity, and the electricity is stored in the power battery. When the vehicle decelerates or brakes, the drive motor can act as a generator to recover energy, thereby improving energy utilization efficiency.

[0006] Optionally, in an embodiment of the present application, a first controller and a second controller are further included; the other end of the generator is connected to the power battery through the first controller; the first controller is used to control the charging parameters from the generator to the power battery; the other end of the drive motor is connected to the power battery through the second controller; the second controller is used to control the power supply parameters transmitted from the power battery to the drive motor.

[0007] In this implementation, the first controller regulates the charge and discharge process between the generator and the power battery, ensuring stable and efficient power supply from the power battery. It also precisely controls generator start / stop and mode switching, enhancing engine coordination. The second controller precisely adjusts the drive motor's speed and torque output based on the vehicle's real-time power requirements, ensuring responsiveness and powerful performance. It also optimizes the drive motor's operating state, improving its efficiency and reliability.

[0008] In a second aspect, an embodiment of the present application also provides a hybrid power control method, including: obtaining the vehicle status of the vehicle; the vehicle status includes a vehicle fault status and / or a power demand status; determining the vehicle's driving mode based on the vehicle status; the driving mode characterizes the vehicle's power control strategy under corresponding working conditions; and performing power control on the vehicle based on the driving mode.

[0009] In the aforementioned implementation process, the vehicle can adapt to different road conditions and driving scenarios by setting multiple driving modes, such as normal roads, complex road conditions (slopes, potholes, etc.), and fault conditions. Different operating modes fully utilize the flexibility of hybrid power control. When power demand is greater, the vehicle can achieve stronger power output, improve acceleration performance and maximum speed by properly controlling the coordinated operation of the engine, generator, and drive motor. In normal mode, the engine operates in its high-efficiency range, driving the generator to generate electricity and charge the power battery, while the drive motor uses electricity to propel the vehicle. This fully utilizes the engine's high-efficiency operating range to reduce fuel consumption.

[0010] Optionally, in an embodiment of the present application, the driving mode of the vehicle is determined based on the vehicle status, including: if the vehicle fault status indicates that the vehicle has not failed, then confirming whether the power demand status indicates an increase in power demand, if so, the driving mode is sports mode; if not, the driving mode is normal mode.

[0011] In the aforementioned implementation, if the vehicle is not experiencing any malfunctions and power demand increases, switching to Sport mode allows the engine and generator to simultaneously power the vehicle, meeting the vehicle's demand for strong power when climbing or overtaking, thereby improving the vehicle's dynamic performance. If power demand does not increase, maintaining Normal mode allows the engine to operate in its high-efficiency range, driving the generator to generate electricity and charge the power battery, while the drive motor uses electricity to propel the vehicle. The control logic automatically switches driving modes based on varying power demand, enhancing driving comfort. Furthermore, by properly matching the operating states of the powertrain components, the engine and motor can be operated at reduced high loads for a longer period of time, minimizing component wear and reducing the risk of failure, thereby extending the powertrain's service life.

[0012] Optionally, in an embodiment of the present application, the driving mode of the vehicle is determined according to the vehicle status, including: if the vehicle fault status indicates that the vehicle has a fault, confirming the faulty component of the vehicle; and determining the driving mode of the vehicle based on the faulty component in the hybrid control system and / or the remaining power of the power battery in the hybrid control system.

[0013] In the aforementioned implementation process, when a fault occurs, the vehicle automatically switches to the appropriate driving mode, maintaining power output and basic driving capabilities, minimizing the exacerbation of the fault and reducing the risk of an accident. This rational allocation of power system resources, such as prioritizing electric power when the battery is fully charged, reduces the burden on the engine, and preventing overdischarge and protecting the battery when the battery is low, extends the life of various components and reduces maintenance costs. The vehicle automatically adapts to different fault conditions, adjusting the driving mode appropriately, and continuing to drive to the repair area, reducing the probability of a breakdown.

[0014] Optionally, in an embodiment of the present application, the driving mode of the vehicle is determined based on the faulty component in the hybrid control system and / or the remaining power of the power battery in the hybrid control system, including: if the ambient temperature of the vehicle is lower than a temperature threshold or the remaining power of the power battery is lower than a power threshold, the driving mode of the vehicle is determined to be a first limp home mode; if the faulty component is the drive motor or the second controller, and the remaining power of the power battery is not lower than the power threshold, the driving mode of the vehicle is determined to be a second limp home mode; the second controller is used to control the power supply parameters transmitted from the power battery to the drive motor; if the faulty component is the drive motor or the second controller, and the remaining power of the power battery is lower than the power threshold, the driving mode of the vehicle is determined to be a third limp home mode; if the faulty component is the power battery, the driving mode of the vehicle is determined to be a fourth limp home mode; if the faulty component is the engine, the generator or the first controller, the driving mode of the vehicle is determined to be a fifth limp home mode; the first controller is used to control the charging parameters from the generator to the power battery.

[0015] In this implementation, the vehicle can switch to the appropriate limp home mode in various fault situations, maintaining power output and basic driving capabilities, thereby improving driving safety. The driving mode is determined by comprehensively considering the faulty component and the power battery status, achieving optimal utilization of the power system. For example, if the drive motor fails and the power battery is low, the engine drives the vehicle and charges it, balancing power demand with battery status and optimizing vehicle power management.

[0016] Optionally, in an embodiment of the present application, the hybrid control system of the vehicle includes a generator and an engine, and the generator includes a power generation mode and a drive mode; the generator in the power generation mode is driven by the engine to generate electricity; the generator in the drive mode participates in drive control and / or starts the engine; the vehicle is power controlled based on the driving mode, including: if the driving mode is normal mode, the generator is in power generation mode, and provides power to the vehicle through the drive motor; if the driving mode is sports mode, the generator is in drive mode, and provides power to the vehicle through the generator and the drive motor; if the driving mode is a first limp mode, the generator is in power generation mode, and provides power to the vehicle through the engine; if the driving mode is a second limp mode, the generator is in drive mode, and provides power to the vehicle through the generator; if the driving mode is a third limp mode, the generator is in drive mode, and provides power to the vehicle through the engine; if the driving mode is a fourth limp mode, the vehicle is powered by the engine; if the driving mode is a fifth limp mode, the drive axle is controlled to rotate by the drive motor to drive the vehicle.

[0017] In this implementation, the operating states of the generator and engine are adjusted appropriately based on the driving mode, ensuring optimal power output in all conditions. In Normal and Sport modes, the engine and motor work in tandem to enhance performance. In Limp Drift mode, the remaining power source is utilized appropriately based on the type of fault, ensuring basic driving capability. The various Limp Drift modes are designed to take into account various potential vehicle failure scenarios. In the first Limp Drift mode, when the ambient temperature is too low or the power battery is low, the engine drives the generator to generate electricity to charge the battery, minimizing deep discharge.

[0018] On the third aspect, an embodiment of the present application also provides a hybrid power control device, including: a state acquisition module, used to obtain the vehicle state of the vehicle; the vehicle state includes a vehicle fault state and / or a power demand state; a driving mode determination module, used to determine the driving mode of the vehicle according to the vehicle state; the driving mode characterizes the vehicle's power control strategy under corresponding working conditions; and a power control module, used to control the power of the vehicle based on the driving mode.

[0019] In a fourth aspect, an embodiment of the present application further provides a computer program product, including computer program instructions, which, when executed by a processor, execute the method provided by the first aspect or any one of the implementations of the first aspect.

[0020] In a fifth aspect, an embodiment of the present application further provides an electronic device comprising: a processor and a memory, wherein the memory stores computer program instructions, and when the computer program instructions are executed by the processor, the method provided by the first aspect or any one of the implementations of the first aspect is executed.

[0021] In a sixth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the method provided by the first aspect or any one of the implementations of the first aspect is executed.

[0022] The hybrid power control system, method, program product, device, and medium provided herein can be flexibly combined with an engine, generator, power battery, and drive motor via a clutch and coupler. By properly controlling the clutch's operating state, the engine's operating mode can be optimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A schematic structural diagram of a vehicle hybrid power control system provided in an embodiment of the present application; Figure 2 A schematic flow chart of a vehicle hybrid power control method provided in an embodiment of the present application; Figure 3 A driving mode decision flow chart provided in an embodiment of the present application; Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0025] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application.

[0027] In the description of the embodiments of this application, the technical terms "first" and "second" are used only to distinguish different objects and should not be understood to indicate or imply relative importance or implicitly specify the quantity, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "plurality" is two or more, unless otherwise specifically defined.

[0028] The main components of current extended-range electric vehicles include batteries, electric motors, generators, and a fuel-powered engine. When the battery is fully charged, the vehicle relies on the battery for propulsion; when the battery is low, the internal combustion engine kicks in to recharge the battery and continue driving the vehicle. This design ensures stable power output and range in all conditions.

[0029] However, in actual driving, more driving problems may arise. For example, when the vehicle is driving on slopes or in potholes, the power output is too low, making it difficult to negotiate the slopes and potholes. When the ambient temperature is too low, the power battery discharge efficiency is too low, or when the battery fails, the vehicle loses power and cannot move. When the power battery charge is low, such as when the engine or generator fails, the vehicle may not be able to reach the maintenance area. Therefore, existing hybrid control systems and control methods are not flexible enough to apply to these situations.

[0030] The hybrid control system provided in the embodiment of the present application adds a first clutch, a second clutch and a coupler to the hybrid control system, so that the vehicle has a normal mode, a sport mode and a limp mode, selects the appropriate driving mode according to the working conditions and performs power control based on the driving mode.

[0031] See Figure 1 The structure diagram of a vehicle hybrid power control system provided by an embodiment of the present application is shown. The vehicle hybrid power control system includes: an engine, a generator, a power battery, a drive battery, a first clutch, a second clutch and a coupler.

[0032] The engine is connected to the generator via a first clutch. The first clutch controls the connection between the two. The engine can be a power source, starting and providing power when needed. The first clutch can drive the generator to generate electricity, or in certain modes, directly drive the wheels via the coupler.

[0033] One end of the generator is connected to the coupler through the second clutch; the other end of the generator is connected to the power battery; the second clutch is used to control the connection state of the generator and the coupler; the coupler is used to switch the driving mode.

[0034] The generator has both a generating mode and a driving mode. In generating mode, it is driven by the engine to generate electricity and charge the power battery. In driving mode, it can participate in driving, turning the wheels through the coupling, or starting the engine. The power battery stores electrical energy and provides power to the drive motor and generator (in driving mode), supporting the vehicle's pure electric or hybrid operation.

[0035] The first clutch, located between the engine and generator, controls the connection and disconnection between them. When the first clutch is engaged, the engine can drive the generator; when the first clutch is disengaged, the engine and generator are disconnected. The second clutch, located between the generator and the drive motor, controls the connection and disconnection between them. When the second clutch is engaged, the generator and drive motor are connected, allowing them to jointly drive the vehicle; when the second clutch is disengaged, the two are disconnected.

[0036] One end of the drive motor is connected to the coupler; the other end is connected to the power battery. The drive motor converts electrical energy into mechanical energy, which, through the coupler, drives the drive shaft, enabling the vehicle to move. The coupler integrates the power of the engine, generator, and drive motor, distributing and transmitting it to the drive shaft according to different driving modes, enabling switching between multiple driving modes.

[0037] During the implementation of the above embodiment: the engine, generator, power battery and drive motor can be flexibly combined through the clutch and coupler. In normal mode, the engine drives the generator to generate electricity, and the electric energy is stored in the power battery. At the same time, the power battery supplies power to the drive motor, and the drive motor drives the vehicle through the coupler; in sports mode, the first clutch is disconnected and the second clutch is closed, and the generator and the drive motor jointly provide power through the coupler to meet the power requirements of different driving conditions. By reasonably controlling the working state of the clutch, the engine working mode can be optimized. For example, in normal mode, the engine operates in the economic speed range, driving the generator to generate electricity, and the electric energy is stored in the power battery; when the vehicle decelerates or brakes, the drive motor can be used as a generator to recover energy, thereby improving energy utilization efficiency.

[0038] Please continue to see Figure 1 Optionally, in an embodiment of the present application, the hybrid power control system further includes a first controller and a second controller; the other end of the generator is connected to the power battery through the first controller; the first controller is used to control the charging parameters from the generator to the power battery; the other end of the drive motor is connected to the power battery through the second controller; the second controller is used to control the power supply parameters transmitted from the power battery to the drive motor.

[0039] The charging parameter may be a current parameter. For example, the first controller controls the current transmitted from the generator to the power battery so that the current generated by the generator during power generation meets the charging requirements of the power battery to prevent overcharging or undercharging.

[0040] The first controller also protects the power battery by monitoring its status, such as voltage, current, and temperature. During charging, if the power battery voltage or temperature approaches a limit, the first controller adjusts the generator's output current to protect the battery and extend its life.

[0041] The first controller can also be used to control the generator operating mode: it is responsible for switching the generator's working mode. In the power generation mode, it enables the generator to efficiently convert mechanical energy into electrical energy and store it in the power battery; in the driving mode, it controls the generator to act as a motor to start the engine or participate in driving the vehicle.

[0042] The second controller controls the current transmitted from the power battery to the drive motor, and adjusts the current according to the vehicle's driving requirements or the driver's operation to control the speed and output torque of the drive motor.

[0043] The second controller also protects the power battery and drive motor, monitoring the battery's discharge status and the motor's operating status to prevent over-discharge and overload. If the battery is low or the motor overheats, the second controller limits current output to protect the components.

[0044] The second controller can also be used to control the operation of the drive motor, including managing the start, stop and operation process of the drive motor, so that the drive motor can operate stably under different working conditions, and can adjust the working mode of the drive motor according to the vehicle's driving status and control instructions, such as pure electric drive, hybrid drive, etc.

[0045] In the implementation of the above embodiment, the first controller regulates the charge and discharge process between the generator and the power battery, ensuring stable and efficient power supply from the power battery. It also precisely controls generator start / stop and mode switching, improving engine coordination. The second controller precisely adjusts the drive motor's speed and torque output based on the vehicle's real-time power requirements, ensuring rapid vehicle response and robust power. It also optimizes the drive motor's operating state, improving its efficiency and reliability.

[0046] See Figure 2 The flow chart of a vehicle hybrid power control method provided by an embodiment of the present application is shown. The vehicle hybrid power control method provided by an embodiment of the present application can be applied to electronic devices, such as servers, PCs, tablet computers, or smartphones, and the vehicle hybrid power control can be controlled by the electronic devices. The vehicle hybrid power control method may include the following steps: Step S110: Acquire the vehicle status of the vehicle; the vehicle status includes a vehicle fault status and / or a power demand status.

[0047] Step S120: Determine the driving mode of the vehicle according to the vehicle state; the driving mode represents the vehicle's power control strategy under corresponding working conditions.

[0048] Step S130: Performing power control on the vehicle based on the driving mode.

[0049] In step S110, for vehicle fault conditions, the vehicle's fault diagnosis system and sensors can be used to monitor the operating status of key components of the vehicle in real time, such as the engine, generator, power battery, drive motor, clutch, and controller. For example, the system monitors parameters such as engine speed, temperature, and pressure to determine if the engine is functioning properly; detects the power battery's voltage, current, temperature, and state of charge to determine if the battery is faulty or low on charge; and monitors the drive motor's speed, torque output, and temperature to determine if the motor is functioning properly.

[0050] The power demand state can be determined based on the driver's operating intention and the vehicle's driving conditions. For example, the accelerator pedal position sensor and the brake pedal position sensor can be used to determine the driver's acceleration and deceleration requirements. The system can also calculate the vehicle's current driving force, acceleration, and other power performance indicators based on the vehicle's speed, road conditions (such as slopes and flat roads), and relevant onboard system settings (such as the use of air conditioning and onboard electrical appliances). This determines the vehicle's power demand state.

[0051] In step S120, for example, when the vehicle is operating normally and the power demand is within the normal range, Normal mode is selected. In this mode, the engine and drive motor work in tandem to balance power performance and fuel economy. The engine operates in its high-efficiency range, driving the generator to generate electricity and charge the power battery. Simultaneously, the power battery provides energy to the drive motor, which in turn drives the vehicle. This mode is suitable for common operating conditions such as daily urban driving or highway cruising, meeting the vehicle's basic power requirements while maintaining good fuel economy.

[0052] When the vehicle is operating normally but requires high power, such as when quickly overtaking, climbing a hill, or engaging in aggressive driving, the driver selects Sport mode. In this mode, the engine, generator, and drive motor work in tandem to deliver greater power. The engine not only drives the generator but also directly propels the vehicle, while the drive motor also delivers increased power. Together, these powerful forces provide robust power, enabling the vehicle to quickly respond to driver inputs and achieve performance requirements such as high speed and rapid acceleration.

[0053] When a vehicle malfunctions, the corresponding limp home mode is selected based on the specific type and severity of the malfunction. Limp home modes can be further subdivided into more types. For example, when the power battery is too low or the ambient temperature is too low, causing battery performance to degrade, the first limp home mode is selected. At this time, the vehicle is powered by the engine to maintain basic driving capabilities. When the drive motor or its controller fails, the second, third, or fourth limp home mode is selected in sequence, depending on the power level of the power battery, and the vehicle is driven by a combination of the engine and generator. When the engine, generator, or its controller fails, the fifth limp home mode is selected, and the vehicle is driven by the power battery and drive motor. Different limp home modes are used to allow the vehicle to reach its destination, such as a maintenance area, using limited power when a corresponding malfunction occurs, greatly reducing the risk of the vehicle breaking down on the road and improving vehicle safety and reliability.

[0054] In an optional embodiment, when the vehicle is traveling on complex roads, such as slopes and potholes, and requires greater power to overcome resistance, the vehicle can select escape mode. In this mode, the vehicle's two motors simultaneously provide power, which is transmitted to the drive wheels via a coupler, increasing the vehicle's driving force and helping it escape. This mode effectively addresses the power shortage of existing extended-range hybrid vehicles in complex road conditions, improving the vehicle's maneuverability and adaptability.

[0055] In step S130, for example, in normal mode, the engine starts and operates in its high-efficiency range, with the crankshaft driving the generator to generate electricity, which is then stored in the power battery. In sport mode, the generator operates in drive mode, providing power together with the drive motor. The power battery supplies power to both, while the engine also contributes to the vehicle's propulsion. The operating states of the generator and engine are appropriately adjusted in different modes to ensure optimal power output under various operating conditions. Normal and sport modes work together to enhance power performance, while limp home mode utilizes the remaining power source based on the fault type to ensure basic vehicle driving capability.

[0056] In the implementation of the above-described embodiment, the vehicle can adapt to various road conditions and driving scenarios by configuring multiple driving modes, such as normal roads, complex road conditions (slopes, potholes, etc.), and fault conditions. These different operating modes fully utilize the flexibility of hybrid power control. When power demand is greater, the vehicle can achieve stronger power output, improving acceleration and maximum speed by rationally controlling the coordinated operation of the engine, generator, and drive motor. In normal mode, the engine operates in its high-efficiency range, driving the generator to generate electricity and charge the power battery, while the drive motor uses electricity to propel the vehicle. This fully utilizes the engine's high-efficiency operating range and reduces fuel consumption. The limp home mode design ensures that the vehicle maintains a certain level of driving capability in the event of a fault, allowing it to safely reach a repair area.

[0057] Optionally, in an embodiment of the present application, the driving mode of the vehicle is determined based on the vehicle status, including: if the vehicle fault status indicates that the vehicle has not failed, then confirming whether the power demand status indicates an increase in power demand, if so, the driving mode is sports mode; if not, the driving mode is normal mode.

[0058] For example, the vehicle's fault diagnostic system and sensors can detect the proper functioning of key components such as the engine, generator, power battery, drive motor, clutch, and controller. If all components are functioning correctly, the power demand state can be further determined to indicate an increased power demand based on the driver's actions and / or the vehicle's actual driving conditions. For example, an increased power demand can be identified when the driver deeply depresses the accelerator pedal to request more power, or when the vehicle requires more power while driving uphill.

[0059] When there is no fault in the vehicle, if the power demand increases, the driving mode is sports mode to meet the vehicle's demand for high power; if the power demand does not increase, the driving mode is normal mode to achieve a balance between the vehicle's economy and power.

[0060] In the implementation of the above embodiment, if the vehicle is not experiencing any malfunctions and power demand increases, switching to Sport mode allows the engine and generator to simultaneously power the vehicle, satisfying the vehicle's need for strong power when climbing or overtaking, thereby improving the vehicle's power performance. If power demand does not increase, maintaining Normal mode allows the engine to operate in its high-efficiency range, driving the generator to generate electricity and charge the power battery, while the drive motor uses electricity to propel the vehicle. The control logic automatically switches driving modes based on varying power demand, improving driving comfort. Furthermore, by properly matching the operating states of the various powertrain components, the engine and motor can be operated at reduced high loads for a longer period of time, minimizing component wear and reducing the risk of failure, thereby extending the powertrain's service life.

[0061] Optionally, in an embodiment of the present application, the driving mode of the vehicle is determined based on the vehicle state, including: if the vehicle fault state indicates that the vehicle has failed, then the faulty component of the vehicle is identified. The method for determining whether the vehicle has failed is as described above. If a vehicle failure is detected, the specific faulty component needs to be determined. For example, components such as the engine, generator, power battery, drive motor, clutch, and controller are checked separately. If the engine speed fluctuates abnormally or the temperature is too high, the engine is faulty; if the power battery voltage is too low or the charging and discharging is abnormal, the power battery is abnormal; or if the drive motor speed does not match the torque output, the drive motor is abnormal.

[0062] The vehicle's driving mode is determined based on the faulty component in the hybrid power control system and / or the remaining charge of the hybrid power control system's power battery. After the faulty component is identified, the remaining charge of the hybrid power control system's power battery is comprehensively considered. Different fault conditions and battery charge levels can affect the vehicle's power output and driving mode.

[0063] For example, if the power battery is healthy and fully charged, electric power can be used to propel the vehicle, reducing the burden on the engine and extending its service life while ensuring vehicle performance. If the power battery is low, power system resources must be properly allocated to prevent over-discharge damage. In this situation, the engine will be more actively involved in generating electricity to charge the battery, but vehicle power output will be limited to prioritize basic driving needs.

[0064] If the drive motor fails, the engine and generator will take on more power, transferring it through the clutch and coupling to propel the vehicle. Simultaneously, the generator generates electricity to charge the battery, ensuring a stable electrical system. If the engine fails, the vehicle relies on the power battery and drive motor for propulsion. When the battery is fully charged, the vehicle can be driven in pure electric mode for a short period of time to a repair station. When the battery is low, repairs are necessary as the vehicle cannot travel long distances.

[0065] During the implementation of the above-mentioned embodiment, when a fault occurs, the vehicle can automatically switch to the appropriate driving mode to maintain power output and basic driving capabilities, reduce the exacerbation of the fault, and mitigate the risk of an accident. Power system resources are rationally allocated. For example, when the power battery is fully charged, electric power is prioritized to reduce the burden on the engine; when the battery is low, overdischarge of the battery is avoided to protect the battery. Proper control can extend the life of various components and reduce maintenance costs. The vehicle can automatically adapt to different fault conditions, appropriately adjust the driving mode, and continue driving to the maintenance area, reducing the probability of a breakdown.

[0066] Optionally, in the embodiment of the present application, the limp mode includes a first limp mode, a second limp mode, a third limp mode, a fourth limp mode, or a fifth limp mode. The following describes the process of determining each limp mode.

[0067] Determining a driving mode of the vehicle based on a failed component in the hybrid control system and / or a remaining charge of a power battery in the hybrid control system, including: If the vehicle's ambient temperature falls below a temperature threshold or the remaining charge in the power battery falls below a charge threshold, the vehicle's driving mode is set to limp home mode (first). The temperature threshold can be set as needed. In first driving mode, the vehicle's starter starts the engine, and the generator is in power generation mode, where the engine drives the generator to generate electricity and charge the battery. If the vehicle is to be driven, the second clutch engages, and engine power is transferred through the coupler to propel the vehicle. This mode ensures the vehicle can be driven even in low temperatures or when the battery is low, reducing the chance of stalling due to battery problems.

[0068] If the faulty component is the drive motor or the second controller, and the remaining power battery charge is at least a threshold, the vehicle's driving mode is set to limp home mode. The second controller controls the power parameters transmitted from the power battery to the drive motor. The power threshold can be set as needed, and the power parameters include current. In limp home mode, the first clutch is closed, the generator starts the engine, and the vehicle enters drive mode. Engine power is transmitted through the coupler to propel the vehicle. In this case, the power battery has sufficient charge, but the drive motor is faulty and inoperable. The engine and generator then drive the vehicle to a maintenance area.

[0069] If the faulty component is the drive motor or the second controller, and the remaining charge in the power battery falls below a threshold, the vehicle's driving mode is set to the third limp home mode. In this third limp home mode, the first clutch is closed, and the generator starts the engine, placing it in drive mode. Engine power is transmitted through the coupler to propel the vehicle, while the generator generates electricity to charge the power battery. In this case, both the drive motor and the battery have failed, and the vehicle relies on the engine and generator to propel and charge the vehicle, ensuring sufficient charge to reach the repair area.

[0070] If the faulty component is the power battery, the vehicle's driving mode will be determined as the fourth limp home mode. In the fourth limp home mode, the first and second clutches are controlled to close, and the engine directly drives the vehicle through the coupler, bypassing the power battery to ensure that the vehicle can drive to the maintenance area and prevent power interruption due to battery failure.

[0071] If the faulty component is the engine, generator, or first controller, the vehicle's driving mode is set to the fifth limp home mode. The first controller is used to control the charging parameters from the generator to the power battery. In the fifth limp home mode, the first and second clutches are disengaged, the power battery powers the drive motor, which controls the drive axle to drive the vehicle to a maintenance area, preventing the vehicle from being immobilized due to engine, generator, or controller failure.

[0072] In the implementation of the above embodiment, the vehicle can switch to the appropriate limp home mode in various fault situations, maintaining power output and basic driving capability, thereby improving driving safety. The driving mode is determined by comprehensively considering the faulty component and the power battery status, achieving optimal utilization of the power system. For example, if the drive motor fails and the power battery is low, the engine drives the vehicle while charging, balancing power demand and battery status, thus optimizing vehicle power management.

[0073] Optionally, in an embodiment of the present application, the hybrid power control system of the vehicle includes a generator and an engine, and the generator includes a power generation mode and a drive mode; the generator in the power generation mode is driven by the engine to generate electricity; the generator in the drive mode participates in drive control and / or starts the engine; Vehicle power control based on driving mode, including: If the driving mode is normal, the generator is in generating mode, providing power to the vehicle through the drive motor. At this point, the first clutch is closed and the second clutch is disengaged. The generator first starts the engine in driving mode, then the generator is driven by the engine in generating mode. The generator stores the electrical energy in the power battery, which then supplies the electrical energy to the drive motor, which drives the vehicle through the coupling.

[0074] If the driving mode is Sport, the generator is in Drive mode, providing power to the vehicle through the generator and the drive motor. For example, the first clutch can be disengaged and the second clutch closed, and the generator and the drive motor can jointly provide power in Drive mode, while the vehicle is driven through the coupling.

[0075] If the driving mode is limp home mode (1), the generator operates in generating mode, using the engine to power the vehicle. Limp home mode is selected when the ambient temperature is below a threshold or the remaining charge in the traction battery is below a threshold (the temperature at which the traction battery can effectively output electrical energy). Once the engine is started and running, the generator operates in generating mode, driven by the engine and charging the traction battery. If the vehicle needs to be driven during this process, the second clutch closes, connecting power from the engine to the clutch, allowing the vehicle to be driven by the engine to a maintenance area. The vehicle can switch to normal mode when the ambient temperature is at least the threshold and the remaining charge in the traction battery is at least the threshold.

[0076] If the driving mode is limp home mode (secondary), the generator is in drive mode, providing power to the vehicle. The first clutch is disengaged, the second clutch is engaged, and the generator is in drive mode, using power from the generator to propel the vehicle to the maintenance area. If the power battery becomes low before reaching the maintenance area, the vehicle switches to limp home mode (thirdary).

[0077] If the driving mode is the third limp home mode, the generator operates in drive mode, using the engine to power the vehicle. If the drive motor fails or the second controller fails, the drive motor will not function properly. In this state, the first clutch is closed, and the generator operates in drive mode, starting the engine through the generator. When the vehicle needs to move, the second clutch closes, connecting power from the engine to the coupler, allowing the engine to propel the vehicle to a maintenance area. The generator continues to operate in power generation mode, charging the power battery.

[0078] If the fourth driving mode is limp home, the engine provides power to the vehicle. If the power battery fails, the generator and drive motor will not function properly, and the first clutch will engage. When the vehicle needs to move, the second clutch engages, connecting power from the engine to the coupler. The engine's output propels the vehicle forward, allowing it to reach a maintenance area.

[0079] If the driving mode is limp home mode (5), the drive motor controls the drive axle to propel the vehicle. If the engine, generator, or first controller fails, both the first and second clutches disengage. The power battery powers the drive motor, which directly controls the drive axle to propel the vehicle to a repair area.

[0080] In the implementation of the above embodiment, the operating states of the generator and engine are adjusted according to the driving mode, ensuring optimal power output in all vehicle conditions. In normal and sport modes, the engine and motor work in synergy to enhance power performance. In limp home mode, the remaining power source is utilized appropriately based on the type of fault, ensuring basic driving capability. The various limp home modes are designed to fully account for various potential vehicle faults. In the first limp home mode, when the ambient temperature is too low or the power battery is low, the engine drives the generator to generate electricity to charge the battery, minimizing deep discharge.

[0081] See Figure 3 The driving mode decision flowchart provided by an embodiment of the present application is shown.

[0082] In an optional embodiment, ① determine whether the vehicle has a fault, if so, select to enter process ③; if not, enter process ②; ② Determine whether the vehicle requires greater driving force. If so, select Sport mode; if not, select Normal mode.

[0083] ③ Determine whether the ambient temperature is lower than a threshold temperature or whether the remaining power of the power battery is lower than a threshold power. If so, select the first limp home mode; if not, proceed to process ④; ④ Determine whether the drive motor and the second controller are faulty and whether the power battery has sufficient power; if so, select the second limp home mode; if not, proceed to process ⑤; ⑤ Determine whether the drive motor and controller 2 are faulty and the power battery is low on power; if so, select the third limp home mode; if not, proceed to process ⑥; ⑥ Determine whether the power battery is faulty; if so, select the fourth limp home mode; if not, proceed to process ⑦; ⑦ Determine whether the engine, generator or first controller is faulty; if so, select the fifth limp home mode.

[0084] An embodiment of the present application also provides a hybrid power control device, including: a state acquisition module, used to obtain the vehicle state of the vehicle; the vehicle state includes a vehicle fault state and / or a power demand state; a driving mode determination module, used to determine the vehicle's driving mode according to the vehicle state; the driving mode characterizes the vehicle's power control strategy under corresponding working conditions; and a power control module, used to control the vehicle's power based on the driving mode.

[0085] Optionally, in an embodiment of the present application, the hybrid control device and the driving mode determination module are used to confirm whether the power demand state indicates an increase in power demand if the vehicle fault state indicates that the vehicle has not failed. If so, the driving mode is the sports mode; if not, the driving mode is the normal mode.

[0086] Optionally, in an embodiment of the present application, the hybrid control device and the driving mode determination module are used to confirm the faulty component of the vehicle if the vehicle fault state indicates that the vehicle has failed; and determine the driving mode of the vehicle based on the faulty component in the hybrid control system and / or the remaining power of the power battery in the hybrid control system.

[0087] Optionally, in an embodiment of the present application, the hybrid control device and the driving mode determination module are used to determine the driving mode of the vehicle as a first limp home mode if the ambient temperature of the vehicle is lower than a temperature threshold or the remaining power of the power battery is lower than a power threshold; if the faulty component is the drive motor or the second controller, and the remaining power of the power battery is not lower than the power threshold, the driving mode of the vehicle is determined to be a second limp home mode; the second controller is used to control the power supply parameters transmitted from the power battery to the drive motor; if the faulty component is the drive motor or the second controller, and the remaining power of the power battery is lower than the power threshold, the driving mode of the vehicle is determined to be a third limp home mode; if the faulty component is the power battery, the driving mode of the vehicle is determined to be a fourth limp home mode; if the faulty component is the engine, the generator or the first controller, the driving mode of the vehicle is determined to be a fifth limp home mode; the first controller is used to control the charging parameters from the generator to the power battery.

[0088] Optionally, in an embodiment of the present application, a hybrid power control device, a hybrid power control system of a vehicle includes a generator and an engine, the generator includes a power generation mode and a drive mode; the generator in the power generation mode is driven by the engine to generate power; the generator in the drive mode participates in drive control and / or starts the engine; a power control module is used for: if the driving mode is normal mode, the generator is in power generation mode, and provides power to the vehicle through the drive motor; if the driving mode is sports mode, the generator is in drive mode, and provides power to the vehicle through the generator and the drive motor; if the driving mode is the first limp mode, the generator is in power generation mode, and provides power to the vehicle through the engine; if the driving mode is the second limp mode, the generator is in drive mode, and provides power to the vehicle through the generator; if the driving mode is the third limp mode, the generator is in drive mode, and provides power to the vehicle through the engine; if the driving mode is the fourth limp mode, the vehicle is powered by the engine; if the driving mode is the fifth limp mode, the drive axle is controlled to rotate by the drive motor to drive the vehicle.

[0089] It should be understood that this device corresponds to the aforementioned hybrid power control method embodiment and is capable of executing each of the steps involved in the aforementioned method embodiment. The specific functions of this device can be found in the description above; to avoid repetition, a detailed description is omitted here. The device includes at least one software functional module that can be stored in a memory in the form of software or firmware or embedded in the device's operating system (OS).

[0090] See Figure 4 The electronic device 300 provided in the embodiment of the present application includes a processor 310 and a memory 320, wherein the memory 320 stores machine-readable instructions executable by the processor 310, and when the machine-readable instructions are executed by the processor 310, the method described above is performed.

[0091] Figure 4 Each component shown in the figure can be implemented using hardware, software, or a combination thereof. Electronic device 300 may be a physical device, such as a server or a PC, or a virtual device, such as a virtual machine or a virtualized container. Furthermore, electronic device 300 is not limited to a single device and may also be a combination of multiple devices or a cluster consisting of a large number of devices.

[0092] An embodiment of the present application further provides a storage medium, on which a computer program is stored. When the computer program is run by a processor, the above method is executed.

[0093] The storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0094] An embodiment of the present application also provides a computer program product, including computer program instructions, which execute the above method when executed by a processor.

[0095] In the several embodiments provided in the embodiments of the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions, and operations of the devices, methods, and computer program products according to the multiple embodiments of the embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment, or a portion of code, and the module, program segment, or a portion of code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the boxes can also occur in a different order than the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0096] In addition, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0097] The above description is only an optional implementation method of the embodiment of the present application, but the protection scope of the embodiment of the present application is not limited to this. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in the embodiment of the present application, and they should all be covered by the protection scope of the embodiment of the present application.

Claims

1. A hybrid power control system, characterized in that: include: Engine, generator, power battery, drive battery, first clutch, second clutch and coupler; The engine is connected to the generator via the first clutch; the first clutch is used to control the connection state between the engine and the generator; One end of the generator is connected to the coupler via the second clutch; the other end of the generator is connected to the power battery; the second clutch is used to control the connection state between the generator and the coupler; The coupler is used to switch the driving mode; One end of the drive motor is connected to the coupler; the other end of the drive motor is connected to the power battery.

2. The control system according to claim 1, characterized in that: It also includes a first controller and a second controller; the other end of the generator is connected to the power battery through the first controller; the first controller is used to control the charging parameters of the generator to the power battery; the other end of the drive motor is connected to the power battery through the second controller; the second controller is used to control the power supply parameters transmitted from the power battery to the drive motor.

3. A hybrid power control method, characterized in that: include: Get the vehicle status of the vehicle; The vehicle status includes a vehicle fault status and / or a power demand status; determining a driving mode of the vehicle according to the vehicle state; The driving mode represents the vehicle's power control strategy under corresponding working conditions; The vehicle is powered and controlled based on the driving mode.

4. The method according to claim 3, characterized in that Determining a driving mode of the vehicle according to the vehicle state includes: If the vehicle fault state indicates that the vehicle has not failed, it is confirmed whether the power demand state indicates an increase in power demand. If so, the driving mode is the sport mode; if not, the driving mode is the normal mode.

5. The method according to claim 3, characterized in that Determining a driving mode of the vehicle according to the vehicle state includes: If the vehicle fault state indicates that the vehicle has a fault, determining the faulty component of the vehicle; The driving mode of the vehicle is determined based on a failed component in the hybrid control system and / or a remaining charge of a power battery in the hybrid control system.

6. The method according to claim 5, characterized in that Determining a driving mode of the vehicle based on a failed component in the hybrid control system and / or a remaining charge of a power battery in the hybrid control system includes: If the ambient temperature of the vehicle is lower than a temperature threshold or the remaining power of the power battery is lower than a power threshold, determining the driving mode of the vehicle to be a first limp home mode; If the faulty component is the drive motor or the second controller, and the remaining power of the power battery is not less than the power threshold, the driving mode of the vehicle is determined to be the second limp home mode; the second controller is used to control the power supply parameters transmitted from the power battery to the drive motor; If the faulty component is the drive motor or the second controller, and the remaining power of the power battery is lower than the power threshold, determining the driving mode of the vehicle to be a third limp home mode; If the faulty component is the power battery, determining the driving mode of the vehicle to be a fourth limp home mode; If the faulty component is the engine, the generator or the first controller, the driving mode of the vehicle is determined to be the fifth limp home mode; the first controller is used to control the charging parameters of the generator to the power battery.

7. The method according to claim 3, characterized in that The hybrid control system of the vehicle includes a generator and an engine, wherein the generator includes a power generation mode and a drive mode; in the power generation mode, the generator is driven by the engine to generate electricity; The generator in the driving mode participates in driving control and / or starting the engine; The method further comprises: controlling the power of the vehicle based on the driving mode, comprising: If the driving mode is the normal mode, the generator is in the power generation mode, providing power to the vehicle through the drive motor; If the driving mode is the sport mode, the generator is in the driving mode, and the generator and the driving motor provide power to the vehicle; If the driving mode is the first limp home mode, the generator is in a power generation mode, providing power to the vehicle through the engine; If the driving mode is the second limp home mode, the generator is in a driving mode, and the generator provides power to the vehicle; If the driving mode is the third limp home mode, the generator is in a driving mode, providing power to the vehicle through the engine; If the driving mode is a fourth limp home mode, providing power to the vehicle via an engine; If the driving mode is the fifth limp home mode, the driving motor controls the drive axle to rotate to drive the vehicle.

8. A computer program product, characterized in that The method comprises computer program instructions, which are used to execute the method according to any one of claims 3 to 7 when the computer program instructions are executed by a processor.

9. An electronic device, characterized in that: include: A processor and a memory, wherein the memory stores computer program instructions, and when the computer program instructions are executed by the processor, the method according to any one of claims 3 to 7 is executed.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the method according to any one of claims 3 to 7 is executed.

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