Gait control method, gait control device, hybrid vehicle, and storage medium

Abstract

The application discloses a limp-home control method, a limp-home control device, a hybrid vehicle and a storage medium, and relates to the technical field of vehicle control. The limp-home control method is applied to a hybrid vehicle provided with a series-parallel hybrid system, and the limp-home control method comprises the following steps: when a high-voltage fault of a power battery occurs in the process of vehicle driving, a vehicle controller is used to control an engine, a generator and a driving motor to execute a torque zeroing instruction, and to control a clutch to be separated; after the vehicle speed of the hybrid vehicle is 0, an electric auxiliary machine is controlled to stop working, first main positive contactors, second main positive contactors and main negative contactors are disconnected, and an emergency contactor is closed; an engine control mode of the engine is switched from torque control to speed control, a generator control mode of the generator is switched from torque control to non-control, and the electric auxiliary machine is controlled to start working again, so that the hybrid vehicle is controlled to limp home.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more particularly to a limp control method, a limp control device, a hybrid vehicle, and a storage medium. Background Technology

[0002] Hybrid Electric Vehicles (HEVs) are equipped with an internal combustion engine and an electric drive system. They can adapt to various scenarios through different power coupling methods (series, parallel, and series-parallel) and external charging capabilities (plug-in and non-plug-in). Their core advantages are fuel efficiency, smooth power delivery, environmental friendliness, and no range anxiety. Among them, the series-parallel hybrid system, as a power architecture that combines the advantages of both series and parallel modes, aims to achieve an optimized balance between power output and fuel economy through the coordinated work of the engine, motor, and battery.

[0003] The limp-home function of a series-parallel hybrid system relies on a dual-redundancy architecture of "electric drive + mechanical drive." The mechanical accessory is the core carrier that establishes a direct mechanical transmission path between the engine and the drive wheels, enabling mode switching. If the engine is not matched with this accessory, the series-parallel hybrid system will be limited to pure series logic, and power transmission will rely entirely on the electric drive link, losing the backup mechanical drive path. Once the electric drive link (battery, motor, electronic control, etc.) or the engine itself fails, since there is no mechanical accessory to provide a backup transmission solution, and series-parallel hybrid systems usually do not have a separate backup power source for the limp-home function, the hybrid vehicle will naturally be unable to achieve emergency driving. Summary of the Invention

[0004] This invention provides a limp control method, a limp control device, a hybrid vehicle, and a storage medium to solve the problem that current series-parallel hybrid systems cannot perform limp-home maneuvers when the engine is not matched with mechanical accessories.

[0005] According to one aspect of the present invention, a limp control method is provided, which is applied to a hybrid vehicle equipped with a series-parallel hybrid system. The series-parallel hybrid system includes a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an electric auxiliary motor. The range extender includes a generator and an engine. The limp control method includes:

[0006] When a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller is used to control the engine, generator, and drive motor to execute a torque zeroing command and control the clutch to disengage.

[0007] After the vehicle speed of the hybrid vehicle reaches 0, the control electric auxiliary motor stops working, disconnects the first main positive contactor, the second main positive contactor and the main negative contactor, and closes the emergency contactor.

[0008] The engine control mode is switched from torque control to speed control, and the generator control mode is switched from torque control to no control. The electric auxiliary motor is restarted to control the hybrid vehicle's limp driving.

[0009] Optionally, before controlling clutch disengagement, the following may also be included:

[0010] Obtain the total torque of the powertrain system in a hybrid vehicle;

[0011] Controlling clutch disengagement includes:

[0012] If the total torque of the power system is less than the torque threshold, then the clutch is disengaged.

[0013] Optionally, after the engine control mode is switched from torque control to speed control, the following additional features are also included:

[0014] The required engine speed is determined based on the operating voltage requirements of the drive motor controller, so as to control the engine to operate stably at the required engine speed.

[0015] Optionally, after the auxiliary electric motor is restarted, the following steps are also included:

[0016] Send a low-speed driving indicator to the instrument panel to control the display of the indicator light or information corresponding to the low-speed driving indicator.

[0017] Optionally, limp control methods also include:

[0018] During limp driving of a hybrid vehicle, the drive motor's torque demand and torque response rate are limited to maintain normal operation of the drive motor.

[0019] According to another aspect of the present invention, a limp control device is provided, which is applied to a hybrid vehicle equipped with a series-parallel hybrid system, the series-parallel hybrid system including a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an electric auxiliary motor, the range extender including a generator and an engine, and the limp control device including:

[0020] The clutch disengagement module is used to execute a torque zeroing command by controlling the engine, generator, and drive motor, and to control clutch disengagement, when a high-voltage fault occurs in the power battery during vehicle operation.

[0021] The contactor control module is used to control the electric auxiliary motor to stop working after the vehicle speed of the hybrid vehicle reaches 0, and to disconnect the first main positive contactor, the second main positive contactor and the main negative contactor, and close the emergency contactor.

[0022] The limp-driving control module is used to switch the engine control mode from torque control to speed control, and to switch the generator control mode from torque control to no control, and to restart the electric auxiliary motor to control the limp-driving of the hybrid vehicle.

[0023] According to another aspect of the present invention, a hybrid vehicle is provided, the hybrid vehicle being configured with a series-parallel hybrid system, the hybrid vehicle being capable of performing the limp control method of any embodiment of the present invention.

[0024] Optionally, the series-parallel hybrid system includes a range extender, a clutch, a drive motor, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, an electric auxiliary motor, and a power battery. The range extender includes a generator and an engine. The generator is connected to the drive motor via the clutch, and the rotor of the generator is connected to the crankshaft of the engine via a coupling. One end of the generator and the engine are respectively connected to the positive terminal of the power battery via the first main positive contactor. One end of the electric auxiliary motor is connected to the positive terminal of the power battery via the second main positive contactor. The other ends of the generator, the engine, and the electric auxiliary motor are respectively connected to the negative terminal of the power battery via the main negative contactor. The electric auxiliary motor is connected to the drive motor via the emergency contactor.

[0025] Optionally, the series-parallel hybrid system also includes a generator controller, a drive motor controller, and an auxiliary motor controller. The generator is connected to the power battery through the generator controller, the drive motor is connected to the power battery through the drive motor controller, and the auxiliary motor is connected to the power battery through the auxiliary motor controller.

[0026] According to another aspect of the present invention, a computer-readable storage medium is provided, which stores computer instructions for causing a processor to execute and implement the limp control method of any embodiment of the present invention.

[0027] The technical solution of this invention provides a limp-riding control method applied to hybrid vehicles equipped with a series-parallel hybrid system. This system includes a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an electric auxiliary motor. The range extender includes a generator and an engine. The limp-riding control method includes: when a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller controls the engine, generator, and drive motor to execute a torque zeroing command and controls the clutch to disengage; after the vehicle speed reaches 0, the electric auxiliary motor is stopped, and the first main positive contactor, the second main positive contactor, and the main negative contactor are disconnected, while the emergency contactor is closed; the engine control mode is switched from torque control to speed control, and the generator control mode is switched from torque control to no control, and the electric auxiliary motor is restarted to control the hybrid vehicle's limp-riding behavior. This invention enables limp-riding home in the event of a high-voltage failure without mechanical attachments, ensuring driving safety.

[0028] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a flowchart of a limp control method provided according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the structure of a series-parallel hybrid system provided according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of the structure of a series-parallel hybrid system provided according to an embodiment of the present invention;

[0033] Figure 4 This is a flowchart of a limp control method provided according to an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram of the structure of a limp control device according to an embodiment of the present invention;

[0035] In the picture:

[0036] 310 - Clutch disengagement module, 320 - Contactor control module, 330 - Limp-driving control module;

[0037] 1-Engine, 2-Coupling, 3-Generator, 4-Generator controller, 5-Power battery, 6-Drive motor, 7-Drive motor controller, 8-Clutch, 9-Auxiliary electric motor, 91-Auxiliary motor controller;

[0038] 100 - Emergency contactor, 200 - First main positive contactor, 300 - Second main positive contactor, 400 - Main negative contactor;

[0039] 210 - First pre-charge relay, 220 - First resistor, 301 - Second pre-charge relay, 302 - Second resistor. Detailed Implementation

[0040] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0041] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0042] Figure 1 The present invention provides a flowchart of a limp control method. This embodiment is applicable to situations where limp driving is achieved without mechanical accessories when the high voltage of the power battery fails. The limp control method can be executed by a limp control device, which can be implemented in hardware and / or software. The limp control device can be configured in various hybrid vehicles.

[0043] In this embodiment, the limp control method is applied to a hybrid vehicle equipped with a series-parallel hybrid system. Figure 2 and Figure 3This is a schematic diagram of the structure of the series-parallel hybrid system provided in an embodiment of the present invention, as shown below. Figure 2 and Figure 3 As shown, the series-parallel hybrid system includes a range extender, a drive motor 6, a clutch 8, a first main positive contactor 200, a second main positive contactor 300, a main negative contactor 400, an emergency contactor 100, and an auxiliary electric motor 9. The range extender includes a generator 3 and an engine 1. The series-parallel hybrid system contains two motors, namely the drive motor 6 and the generator 3. When the series-parallel hybrid system is in low-speed pure electric mode (clutch 8 disengaged), only the drive motor 6 works, and the engine 1 does not drive the generator 3 to generate electricity. When the series-parallel hybrid system is in medium-speed series mode (clutch 8 disengaged), the drive motor 6 works while the engine 1 drives the generator 3 to generate electricity for the drive motor 6. When the series-parallel hybrid system is in high-speed hybrid mode (clutch 8 engaged), the engine 1 directly drives the system, and the generator 3 and the drive motor 6 drive or generate electricity as needed.

[0044] Based on the above, such as Figures 1 to 3 As shown, the limp control method includes:

[0045] S110. When a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller is used to control the engine, generator, and drive motor to execute a torque zeroing command and control the clutch to disengage.

[0046] As is known to those skilled in the art, a hybrid vehicle detects a risk of electric shock, fire, or damage to the battery system and therefore forcibly cuts off the high-voltage power supply. This is a serious safety alarm state in which a high-voltage fault in the power battery occurs during vehicle operation, thereby rendering the hybrid vehicle unable to drive.

[0047] Specifically, when a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller is used to control the engine to execute a torque zeroing command, control the generator to execute a torque zeroing command, and control the drive motor to execute a torque zeroing command.

[0048] The torque zeroing command is an emergency stop command sent by the vehicle controller to the motor controller when a high-voltage fault occurs in the power battery of a hybrid vehicle. It can be seen that after the vehicle controller controls the engine, generator and drive motor to execute the torque zeroing command, the power output is immediately cut off and the drive motor stops rotating.

[0049] Building upon the above, before controlling clutch disengagement, the total torque of the hybrid vehicle's powertrain is obtained. Total powertrain torque refers to the sum of the total torques output to the wheels by the engine, generator, etc., at the current moment. Furthermore, clutch disengagement is controlled based on the total powertrain torque; specifically, if the total powertrain torque is less than a torque threshold, clutch disengagement is controlled.

[0050] The torque threshold can be selected and set according to the clutch disengagement requirements. The torque threshold is the set torque value for clutch disengagement. In this embodiment, no special restrictions are placed on the specific value of the torque threshold.

[0051] S120. After the vehicle speed of the hybrid vehicle reaches 0, the control electric auxiliary motor stops working and disconnects the first main positive contactor, the second main positive contactor and the main negative contactor, and closes the emergency contactor.

[0052] Based on the above, after executing step S110, the hybrid vehicle will lose power (no response when pressing the accelerator), but will continue to glide forward by inertia until the resistance slowly wears it down to a stop, thus bringing the overall speed of the hybrid vehicle to 0.

[0053] See also Figure 2 and Figure 3 As shown, considering that the safe use of the contactor is directly related to the stable operation of the hybrid vehicle, the personal safety of personnel and the production order, the emergency contactor 100 needs to be closed before using the electric auxiliary machine 9. However, before closing the emergency contactor 100, it is necessary to ensure the safe use of the contactor, save costs, control the electric auxiliary machine 9 to stop working, and disconnect the first main positive contactor 200, the second main positive contactor 300 and the main negative contactor 400.

[0054] The electric auxiliary motor is used to enable hybrid vehicles to operate efficiently in the event of a high-voltage fault in the power battery. The electric auxiliary motor can be, but is not limited to, an electronic air pump, an electronic steering pump, and a high-voltage to low-voltage DC-DC controller. This embodiment does not impose any special restrictions on the specific type of electric auxiliary motor.

[0055] S130, the engine control mode of the engine is switched from torque control to speed control, and the generator control mode of the generator is switched from torque control to no control, and the electric auxiliary motor is restarted to control the limp driving of the hybrid vehicle.

[0056] Based on the above, after the engine control mode is switched from torque control to speed control, the engine control mode becomes speed control. Correspondingly, the required engine speed is determined based on the working voltage requirements of the drive motor controller, while also considering the engine working speed limit and engine NVH performance, so as to control the engine to operate stably at the required engine speed.

[0057] When the generator control mode is switched from torque control to no control, the generator excitation system is bypassed or disabled. It no longer automatically adjusts according to voltage feedback, but operates in a fixed or preset manner, or stops working completely.

[0058] Specifically, after closing the emergency contactor, the engine control mode of the engine is switched from torque control to speed control, and the generator control mode of the generator is switched from torque control to no control. The electric auxiliary motor is then restarted, and the hybrid vehicle is limp-driving is controlled by the operation of the electric auxiliary motor.

[0059] Based on the above embodiments, after the auxiliary electric motor is restarted, a low-speed driving indicator is sent to the instrument to control the instrument to display the indicator light or display information corresponding to the low-speed driving indicator.

[0060] Furthermore, during the limp-driving process of a hybrid vehicle, the drive motor's torque demand and torque response rate of change are limited to maintain normal operation of the drive motor.

[0061] The technical solution of this invention provides a limp-home control method applied to hybrid vehicles equipped with a series-parallel hybrid system. The series-parallel hybrid system includes a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an electric auxiliary motor. The range extender includes a generator and an engine. The limp-home control method includes: when a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller controls the engine, generator, and drive motor to execute a torque zeroing command and controls the clutch to disengage; after the vehicle speed reaches 0, the electric auxiliary motor is stopped, and the first main positive contactor, the second main positive contactor, and the main negative contactor are disconnected, while the emergency contactor is closed; the engine control mode is switched from torque control to speed control, and the generator control mode is switched from torque control to no control, and the electric auxiliary motor is restarted to control the hybrid vehicle's limp-home driving. This invention solves the problem that current series-parallel hybrid systems cannot achieve limp-home driving when the engine is not matched with mechanical accessories, enabling limp-home driving even in the event of a high-voltage failure without mechanical accessories, thus ensuring driving safety.

[0062] Based on the same inventive concept Figure 4 This is a flowchart of a limp-home control method provided by an embodiment of the present invention. Based on the above embodiments, this embodiment utilizes a configured series-parallel hybrid system to achieve limp-home navigation when a high-voltage fault occurs in the power battery, provided as an optional implementation method, when the engine is not matched with mechanical accessories. For example... Figure 4 As shown, the limp control method includes:

[0063] S210. When a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller is used to control the engine, generator, and drive motor to execute a torque zeroing command.

[0064] S220: Obtain the total torque of the powertrain of the hybrid vehicle, and when the total torque of the powertrain is less than the torque threshold, control the clutch to disengage.

[0065] S230. After the vehicle speed of the hybrid vehicle reaches 0, the control electric auxiliary motor stops working and disconnects the first main positive contactor, the second main positive contactor and the main negative contactor, and closes the emergency contactor.

[0066] S240, the engine control mode of the engine is switched from torque control to speed control, and the generator control mode of the generator is switched from torque control to no control, and the electric auxiliary motor is restarted to control the limp driving of the hybrid vehicle.

[0067] Specifically, after the engine control mode is switched from torque control to speed control, the required engine speed is determined based on the working voltage requirements of the drive motor controller to control the engine to operate stably at the required engine speed. At the same time, the engine working speed limit and engine NVH performance are also considered to control the engine to operate stably at the required engine speed.

[0068] S250: Send a low-speed driving indicator to the instrument panel to control the instrument panel to display the indicator light or display information corresponding to the low-speed driving indicator.

[0069] The low-speed driving indicator sign means that the series-parallel hybrid system in a hybrid vehicle is in low-speed pure electric mode. The low-speed driving indicator sign allows the driver of a hybrid vehicle to keep track of the vehicle's condition at all times to ensure safe driving.

[0070] Specifically, a low-speed driving indicator is sent to the instrument panel, allowing the hybrid vehicle driver to drive the vehicle at low speed back to the repair shop. The indicator light or display information corresponding to the low-speed driving indicator can be displayed on the instrument panel in a timely manner, so that the hybrid vehicle driver can understand the status of the hybrid vehicle in a timely manner.

[0071] S260. During limp driving of a hybrid vehicle, the drive motor's required torque and torque response rate of change are limited to maintain normal operation of the drive motor.

[0072] Specifically, during the limp driving process of a hybrid vehicle, that is, during the restart of the hybrid vehicle, the vehicle controller sets limits on the required working torque and torque response rate of the drive motor. This limits the required torque and torque response rate of the drive motor to prevent the actual torque response of the drive motor from being too large or too fast, which would result in the bus voltage being too low and the drive motor not being able to work.

[0073] Based on the same inventive concept Figure 5This is a schematic diagram of a limp control device provided in an embodiment of the present invention. The limp control device is applied to a hybrid vehicle equipped with a series-parallel hybrid system. The series-parallel hybrid system includes a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an auxiliary electric motor. The range extender includes a generator and an engine, such as... Figure 5 As shown, the limp control device includes:

[0074] The clutch disengagement module 310 is used to execute a torque zeroing command by controlling the engine, generator, and drive motor, and to control clutch disengagement, when a high-voltage fault of the power battery occurs during vehicle operation.

[0075] The contactor control module 320 is used to control the electric auxiliary motor to stop working and disconnect the first main positive contactor, the second main positive contactor and the main negative contactor after the vehicle speed of the hybrid vehicle reaches 0, and close the emergency contactor.

[0076] The limp-driving control module 330 is used to switch the engine control mode from torque control to speed control, and to switch the generator control mode from torque control to no control, and to restart the electric auxiliary motor to control the limp-driving of the hybrid vehicle.

[0077] Optionally, the limp control device also includes:

[0078] The powertrain total torque acquisition module is used to acquire the total torque of the powertrain of a hybrid vehicle.

[0079] Controlling clutch disengagement, specifically used for:

[0080] If the total torque of the power system is less than the torque threshold, then the clutch is disengaged.

[0081] Optionally, the limp control device also includes:

[0082] The stable operation module is used to determine the required engine speed based on the working voltage requirements of the drive motor controller, so as to control the engine to operate stably at the required engine speed.

[0083] Optionally, the limp control device also includes:

[0084] The flag sending module is used to send a low-speed driving flag to the instrument panel to control the instrument panel to display the indicator light or display information corresponding to the low-speed driving flag.

[0085] Optionally, the limp control device also includes:

[0086] The normal operation module is used to limit the drive motor's torque demand and torque response rate of change during limp driving of the hybrid vehicle, so as to maintain the normal operation of the drive motor.

[0087] The limp control device provided in the embodiments of the present invention can execute the limp control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the limp control method.

[0088] Based on the same inventive concept, hybrid vehicles are equipped with a series-parallel hybrid system, and hybrid vehicles can execute the limp control method of the embodiments of the present invention.

[0089] Based on the above, please continue to refer to Figure 2 and Figure 3 As shown, the series-parallel hybrid system includes a range extender, a clutch 8, a drive motor 6, a first main positive contactor 200, a second main positive contactor 300, a main negative contactor 400, an emergency contactor 100, an electric auxiliary motor 9, and a power battery 5. The range extender includes a generator 3 and an engine 1. The generator 3 is connected to the drive motor 6 via the clutch 8. The rotor of the generator 3 is connected to the crankshaft of the engine 1 via a coupling 2. One end of the generator 3 and the engine 1 are respectively connected to the positive terminal of the power battery 5 via the first main positive contactor 200. One end of the electric auxiliary motor 9 is connected to the positive terminal of the power battery 5 via the second main positive contactor 300. The other ends of the generator 3, the engine 1, and the electric auxiliary motor 9 are respectively connected to the negative terminal of the power battery 5 via the main negative contactor 400. The electric auxiliary motor 9 is connected to the drive motor 6 via the emergency contactor 100.

[0090] Based on the above, the series-parallel hybrid system also includes a generator controller 4, a drive motor controller 7, and an auxiliary motor controller 91. The generator 3 is connected to the power battery 5 through the generator controller 4, the drive motor 6 is connected to the power battery 5 through the drive motor controller 7, and the electric auxiliary motor 9 is connected to the power battery 5 through the auxiliary motor controller 91.

[0091] When no high-voltage fault occurs in the power battery during vehicle operation, closing the first main positive contactor 200, the second main positive contactor 300, and the main negative contactor 400, and opening the emergency contactor 100, allows the generator 3 to operate via the drive motor 6, enabling normal operation of the hybrid vehicle. However, if a high-voltage fault occurs in the power battery during vehicle operation, closing the emergency contactor 100 to activate the auxiliary motor 9 will stop the auxiliary motor 9, disconnect the first main positive contactor 200, the second main positive contactor 300, and the main negative contactor 400, and then close the emergency contactor 100, restarting the auxiliary motor 9 to control the hybrid vehicle's limp-riding behavior.

[0092] For further details, please refer to [link / reference]. Figure 2 and Figure 3 As shown, the first pre-charge relay 210 is connected in series with the first resistor 220 and then in parallel with the first main positive contactor 200. The second pre-charge relay 301 is connected in series with the second resistor 302 and then in parallel with the second main positive contactor 300. It is known to those skilled in the art that when an electric vehicle is powered on at high voltage, if the main positive and main negative contactors are directly closed, the power battery will release a huge current instantaneously through a low-impedance circuit, potentially damaging expensive components such as the motor controller. To solve this problem, the first pre-charge relay 210 and the second pre-charge relay 301 are closed to pre-charge the bus capacitor within the motor controller.

[0093] In some embodiments, the limp control method may be implemented as a computer program tangibly contained in a computer-readable storage medium. Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SOCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transferring data and instructions to the storage system, the at least one input device, and the at least one output device.

[0094] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0095] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0096] To provide interaction with the user, the systems and technologies described herein can be implemented in a hybrid vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the hybrid vehicle. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0097] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0098] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0099] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0100] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A limp control method, characterized in that, The limp-riding control method is applied to a hybrid vehicle equipped with a series-parallel hybrid system. The series-parallel hybrid system includes a generator controller, a drive motor controller, an auxiliary motor controller, a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an electric auxiliary motor. One end of the emergency contactor is electrically connected to the generator controller and the drive motor controller, and the other end of the emergency contactor is electrically connected to the auxiliary motor controller. The range extender includes a generator and an engine. The limp-riding control method includes: When a high-voltage fault occurs in the power battery during vehicle operation, the vehicle controller controls the engine, generator, and drive motor to execute a torque zeroing command and controls the clutch to disengage. After the vehicle speed of the hybrid vehicle reaches 0, the electric auxiliary motor is controlled to stop working, and the first main positive contactor, the second main positive contactor and the main negative contactor are disconnected, while the emergency contactor is closed. The engine control mode of the engine is switched from torque control to speed control, and the generator control mode of the generator is switched from torque control to no control. The electric auxiliary motor is restarted to control the hybrid vehicle to limp. In the case of no control, the generator excitation system is bypassed or disabled. It no longer adjusts automatically according to voltage feedback, but operates in a fixed or preset manner, or stops working completely. The method further includes, after switching the engine control mode from torque control to speed control, determining the required engine speed based on the working voltage requirements of the drive motor controller, so as to control the engine to operate stably at the required engine speed.

2. The limp control method according to claim 1, characterized in that, Before controlling the clutch to disengage, the following is also included: Obtain the total torque of the powertrain system of the hybrid vehicle; Controlling the disengagement of the clutch includes: If the total torque of the power system is less than the torque threshold, then the clutch is disengaged.

3. The limp control method according to claim 1, characterized in that, After the auxiliary electric motor is restarted, the following steps are also included: Send a low-speed driving indicator to the instrument panel to control the instrument panel to display an indicator light or display information corresponding to the low-speed driving indicator.

4. The limp control method according to claim 1, characterized in that, The limp control method further includes: During the limp driving of the hybrid vehicle, the drive motor's required torque and torque response rate of change are limited to maintain the normal operation of the drive motor.

5. A limp control device, characterized in that, The limp-riding control device is applied to a hybrid vehicle equipped with a series-parallel hybrid system. The series-parallel hybrid system includes a generator controller, a drive motor controller, an auxiliary motor controller, a range extender, a drive motor, a clutch, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, and an electric auxiliary motor. One end of the emergency contactor is electrically connected to the generator controller and the drive motor controller, and the other end of the emergency contactor is electrically connected to the auxiliary motor controller. The range extender includes a generator and an engine. The limp-riding control device includes: The clutch disengagement module is used to execute a torque zeroing command by controlling the engine, generator, and drive motor, and to control the clutch disengagement, when a high-voltage fault occurs in the power battery during vehicle operation. The contactor control module is used to control the electric auxiliary motor to stop working after the vehicle speed of the hybrid vehicle reaches 0, and to disconnect the first main positive contactor, the second main positive contactor and the main negative contactor, and close the emergency contactor. The limp-driving control module is used to switch the engine control mode of the engine from torque control to speed control, and to switch the generator control mode of the generator from torque control to no control, and to restart the electric auxiliary motor to control the hybrid vehicle to limp-driving. In the no-control mode, the generator excitation system is bypassed or disabled. It no longer automatically adjusts according to voltage feedback, but operates in a fixed or preset manner, or stops working completely. The stable operation module is used to determine the required engine speed based on the working voltage requirements of the drive motor controller, so as to control the engine to operate stably at the required engine speed.

6. A hybrid vehicle, characterized in that, The hybrid vehicle is equipped with a series-parallel hybrid system, and the hybrid vehicle is capable of performing the limp control method as described in any one of claims 1-4.

7. The hybrid vehicle according to claim 6, characterized in that, The series-parallel hybrid system includes a range extender, a clutch, a drive motor, a first main positive contactor, a second main positive contactor, a main negative contactor, an emergency contactor, an electric auxiliary motor, and a power battery. The range extender includes a generator and an engine. The generator is connected to the drive motor via the clutch, and the rotor of the generator is connected to the crankshaft of the engine via a coupling. One end of the generator and the engine are respectively connected to the positive terminal of the power battery via the first main positive contactor. One end of the electric auxiliary motor is connected to the positive terminal of the power battery via the second main positive contactor. The other ends of the generator, the engine, and the electric auxiliary motor are respectively connected to the negative terminal of the power battery via the main negative contactor. The electric auxiliary motor is connected to the drive motor via the emergency contactor.

8. The hybrid vehicle according to claim 7, characterized in that, The series-parallel hybrid system further includes a generator controller, a drive motor controller, and an auxiliary motor controller. The generator is connected to the power battery through the generator controller, the drive motor is connected to the power battery through the drive motor controller, and the auxiliary motor is connected to the power battery through the auxiliary motor controller.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the limp control method according to any one of claims 1-4.

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