Hybrid system control method and hybrid system

Abstract

This invention discloses a hybrid power system control method and a hybrid power system. The control method includes: acquiring the real-time operating mode of the hybrid power system and determining the target operating mode of the hybrid power system based on the real-time operating mode; determining the switching conditions for switching from the real-time operating mode to the target operating mode based on the real-time operating mode and the target operating mode; detecting the real-time operating state of the hybrid power system and determining whether the real-time operating state meets the switching conditions; if so, the vehicle controller determines that the hybrid power system can switch from the real-time operating mode to the target operating mode; the motor controller controls the disengagement or engagement of the bistable overrunning clutch, the first electromagnetic jaw clutch, and the second electromagnetic jaw clutch, and controls the operating states of the first motor and the second motor, and controls the operating state of the engine through the engine controller, so that the hybrid power system switches from the real-time operating mode to the target operating mode. This invention is more reliable.

Description

Technical Field

[0001] This invention relates to the field of hybrid power control technology, and in particular to a hybrid power system control method and a hybrid power system. Background Technology

[0002] Currently, new energy vehicles can be categorized into pure electric vehicles, plug-in hybrid electric vehicles, hybrid electric vehicles, range-extended electric vehicles, and fuel cell vehicles.

[0003] Current hybrid vehicles integrate the entire hybrid system into the vehicle. Because the hybrid system includes complex components such as an engine, drive motor, generator, clutch, and multiple gear transmission mechanisms, its system structure is relatively complex and it can achieve a variety of driving modes. However, the current hybrid system control method usually switches directly according to the mode switching command, which can easily lead to mode switching failure in some cases and is not reliable enough. Summary of the Invention

[0004] The main objective of this invention is to propose a hybrid power system control method and a hybrid power system, aiming to solve the technical problem that current hybrid power system control methods are not reliable enough.

[0005] To achieve the above objectives, this invention proposes a hybrid power system control method. The hybrid power system includes an engine, a first motor, a second motor, a first output shaft, a second output shaft, a third output shaft, a first intermediate shaft, a second intermediate shaft, a power output shaft, a front drive shaft, a rear drive shaft, a power battery, a motor controller, an engine controller, a vehicle controller, and a battery management module. The first output shaft is connected to the engine, the second output shaft is connected to the first motor, and the third output shaft is connected to the second motor. The first output shaft is connected to or disconnected from the power output shaft via a bistable overrunning clutch. The first intermediate shaft is driven to the front drive shaft via a first gear assembly, and the power output shaft is driven to or disconnected from the first gear assembly via a first electromagnetic jaw clutch. The second output shaft is driven to the power output shaft via a second gear assembly, and the first intermediate shaft is also driven to or disconnected from the second gear assembly via a second electromagnetic jaw clutch. The third output shaft is driven to the second intermediate shaft via a third gear assembly, and the second intermediate shaft is driven to the rear drive shaft via a fourth gear assembly. Both the first motor and the second motor are electrically connected to the power battery. The control method includes the following steps: S100: Obtain the real-time operating mode of the hybrid power system, and determine the target operating mode of the hybrid power system based on the real-time operating mode; S200: Based on the real-time operating mode and the target operating mode, determine the switching conditions for switching from the real-time operating mode to the target operating mode; and detect the real-time operating status of the hybrid power system to determine whether the real-time operating status meets the switching conditions; S300: If so, the vehicle controller determines that the hybrid system can switch from the real-time operating mode to the target operating mode; the motor controller controls the bistable overrunning clutch, the first electromagnetic jaw clutch and the second electromagnetic jaw clutch to open or close, and controls the operating state of the first motor and the second motor, and controls the operating state of the engine through the engine controller, so that the hybrid system switches from the real-time operating mode to the target operating mode.

[0006] In one embodiment, the operating modes of the hybrid power system include pure electric two-wheel drive mode, pure electric four-wheel drive mode, series mode, parallel first gear mode, and parallel second gear mode. Step S100 is as follows: S101: When the real-time operating mode of the hybrid power system is pure electric two-wheel drive mode, the target operating mode is determined to be pure electric four-wheel drive mode. Or S102: When the real-time operating mode of the hybrid power system is pure electric two-wheel drive mode, the target operating mode is determined to be series mode; Or S103: When the real-time operating mode of the hybrid power system is pure electric four-wheel drive mode, the target operating mode is determined to be pure electric two-wheel drive mode; Or S104: When the real-time operating mode of the hybrid power system is series mode, the target operating mode is determined to be pure electric two-wheel drive mode; Or S105: When the real-time operating mode of the hybrid power system is series mode, the target operating mode is determined to be parallel mode. Or S106: When the real-time operating mode of the hybrid power system is parallel first gear mode, the target operating mode is determined to be parallel second gear mode; Or S107: When the real-time operating mode of the hybrid power system is parallel second-gear mode, the target operating mode is determined to be series mode.

[0007] In one embodiment, based on step S101, step S300 includes: S311: The motor controller detects whether there is a fault in the first motor or the second electromagnetic jaw clutch; S312: If not, the vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. S313: Obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S314: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than the first preset value; S315: If so, the motor controller controls the second electromagnetic jaw clutch to close and feeds back the clutch status of the second electromagnetic jaw clutch as closed, so that the hybrid power system switches from pure electric two-wheel drive mode to pure electric four-wheel drive mode.

[0008] In one embodiment, based on step S102, step S300 includes the following steps: S321: The motor controller detects whether there is a fault in the first motor or the bistable overrunning clutch, the engine controller detects whether there is a fault in the engine, and the battery management module detects whether there is a fault in the power battery. S322: If both are no, the vehicle controller requests the motor controller to control the bistable overrunning clutch to close, and the motor controller reports the bistable overrunning clutch to close. S323: The vehicle controller sends the target control mode of the first motor to the motor controller, which is the speed control mode, and controls the speed of the first motor to increase so that the engine can rotate accordingly. S324: The engine controller detects the engine speed in real time and determines whether the engine speed is greater than the preset speed. S325: If so, the engine controller controls the engine to inject fuel and ignite to start, and feeds back the engine's operating status as running; S326: The vehicle controller sends the torque of the first motor to the motor controller as 0 Nm, causing the hybrid system to switch from pure electric two-wheel drive mode to series mode.

[0009] In one embodiment, based on step S103, step S300 includes the following steps: S331: The vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch; S332: The motor controller controls the first motor to unload torque and determines in real time whether the motor has completed unloading torque; S333: If so, the motor controller controls the first motor to send jitter torque; S334: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than the second preset value; S335: If so, the motor controller controls the second electromagnetic jaw clutch to disengage and feeds back the engagement state of the second electromagnetic jaw clutch as disengaged, so that the hybrid power system switches from pure electric four-wheel drive mode to pure electric two-wheel drive mode. S336: If not, the motor controller increments the count value by one and determines whether the count is greater than the pre-designed value. If not, it returns to step S333. If yes, it maintains the pure electric four-wheel drive mode.

[0010] In one embodiment, based on step S104, step S300 includes the following steps: S341: The vehicle controller sends the target control mode of the first motor to the motor controller as torque control mode, and continuously reduces the torque of the first motor to the preset target torque; S342: The vehicle controller sends a torque request of 0 Nm to the engine controller; S343: Controls the engine's steady-state torque to 0 Nm via the engine controller and feeds back the engine's operating status as stopping, causing the engine to stop injecting fuel. S344: The engine controller determines whether the engine has stopped rotating, and the motor controller determines whether the first motor has stopped rotating and the torque is 0 Nm. S345: If all are yes, then the engine controller will report the engine's operating status as initial; S346: The vehicle controller requests the motor controller to open the bistable overrunning clutch; S347: The motor controller controls the bistable overrunning clutch to open and feeds back the engagement state of the bistable overrunning clutch as open, so that the hybrid power system switches from series mode to pure electric two-wheel drive mode.

[0011] In one embodiment, based on step S105, step S300 includes the following steps: S351: The motor controller detects whether there is a fault in the first electromagnetic jaw clutch; S352: If not, the vehicle controller requests the motor controller to control the first electromagnetic jaw clutch to close. S353: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; S354: Obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S355: The motor controller determines whether the speed difference between the two ends of the first electromagnetic tooth clutch is less than the first preset value, and the motor controller and the engine controller determine whether the first motor and the engine have completed torque release respectively. S356: If both are yes, the motor controller controls the first electromagnetic jaw clutch to close and feeds back the engagement state of the first electromagnetic jaw clutch as closed, so that the hybrid power system switches from series mode to parallel mode.

[0012] In one embodiment, based on step S106, step S300 includes the following steps: S361: The vehicle controller requests the motor controller to disengage the first electromagnetic jaw clutch; S362: The motor controller and the engine controller respectively control the first motor and the engine to unload torque, and the motor controller and the engine controller respectively determine whether the first motor and the engine have completed unloading torque; S363: If so, the motor controller controls the first motor to send jitter torque; S364: The motor controller determines whether the speed difference between the two ends of the first electromagnetic jaw clutch is greater than the second preset value; S365: If so, the motor controller controls the first electromagnetic jaw clutch to disengage and feeds back the engagement state of the first electromagnetic jaw clutch as disengaged. S366: The vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. S367: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; and obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S368: The motor controller and the engine controller respectively determine whether the first motor and the engine have completed torque unloading, and the motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than the first preset value. S369: If both are yes, the motor controller controls the two electromagnetic jaw clutches to close and feeds back the engagement state of the second electromagnetic jaw clutch as closed, so that the hybrid power system switches from parallel first gear mode to parallel second gear mode.

[0013] In one embodiment, based on step S107, step S300 includes the following steps: S371: The vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch; S372: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; S373: The motor controller and the engine controller respectively determine whether the torque release of the first motor and the engine has been completed; S374: If so, the motor controller controls the first motor to send jitter torque; S375: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than the second preset value; S376: If so, the motor controller controls the second electromagnetic jaw clutch to disengage and feeds back the engagement state of the second electromagnetic jaw clutch as disengaged, so that the hybrid power system switches from parallel second-gear mode to series mode.

[0014] The present invention also proposes a hybrid power system for performing the hybrid power system control method described above.

[0015] The hybrid power system control method of the present invention, when switching the operating mode of the hybrid power system, first determines the target operating mode based on the current real-time operating mode of the hybrid power system, and then determines whether the real-time operating state meets the switching conditions by detecting the real-time operating state of the hybrid power system; only when the real-time operating state meets the preset switching conditions is the action of switching from the real-time operating mode to the target operating mode executed, which fundamentally avoids mode switching failure, impact or component damage caused by mismatch of operating states, and is more reliable. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the hybrid power system provided in the first embodiment of the present invention; Figure 2 This is a flowchart illustrating the hybrid power system control method provided in the first embodiment of the present invention; Figure 3 A schematic flowchart of the hybrid power system control method provided in the second embodiment of the present invention; Figure 4 A schematic flowchart of the hybrid power system control method provided in the third embodiment of the present invention; Figure 5 This is a flowchart illustrating the hybrid power system control method provided in the fourth embodiment of the present invention. Figure 6 This is a flowchart illustrating the hybrid power system control method provided in the fifth embodiment of the present invention; Figure 7 This is a flowchart illustrating the hybrid power system control method provided in the sixth embodiment of the present invention; Figure 8 A schematic flowchart of the hybrid power system control method provided in the seventh embodiment of the present invention; Figure 9 This is a flowchart illustrating the hybrid power system control method provided in the eighth embodiment of the present invention.

[0018] Explanation of icon numbers: 100. Hybrid power system; 1. Engine; 2. First motor; 3. Second motor; 4. First output shaft; 5. Second output shaft; 6. Third output shaft; 7. First intermediate shaft; 8. Second intermediate shaft; 9. Power output shaft; 10. Front drive shaft; 11. Rear drive shaft; 12. Power battery; 13. First gear assembly; 14. Second gear assembly; 15. Third gear assembly; 16. Fourth gear assembly; 17. Bistable overrunning clutch; 18. First electromagnetic jaw clutch; 19. Second electromagnetic jaw clutch.

[0019] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0021] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0022] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0023] This invention proposes a control method for a hybrid power system.

[0024] Please see Figure 1In one embodiment of the present invention, the hybrid power system 100 includes an engine 1, a first motor 2, a second motor 3, a first output shaft 4, a second output shaft 5, a third output shaft 6, a first intermediate shaft 7, a second intermediate shaft 8, a power output shaft 9, a front drive shaft 10, a rear drive shaft 11, a power battery 12, a motor controller, an engine 1 controller, a vehicle controller, and a battery management module; the first output shaft 4 is connected to the engine 1, the second output shaft 5 is connected to the first motor 2, and the third output shaft 6 is connected to the second motor 3; the first output shaft 4 is connected to or disconnected from the power output shaft 9 via a bistable overrunning clutch 17; the first Intermediate shaft 7 is connected to front drive shaft 10 via first gear assembly 13, and power output shaft 9 is connected to or disconnected from first gear assembly 13 via first electromagnetic jaw clutch 18; second output shaft 5 and power output shaft 9 are connected via second gear assembly 14, and first intermediate shaft 7 is also connected to or disconnected via second electromagnetic jaw clutch 19 and second gear assembly 14; third output shaft 6 and second intermediate shaft 8 are connected via third gear assembly 15, and second intermediate shaft 8 and rear drive shaft 11 are connected via fourth gear assembly 16; first motor 2 and second motor 3 are both electrically connected to power battery 12. It should be noted that the aforementioned transmission connection indicates that power can be transmitted between the two.

[0025] The aforementioned hybrid power system 100 can meet the vehicle's usage needs under different conditions. The engine 1 is connected to the power output shaft 9 via a first output shaft 4. By engaging or disengaging the first electromagnetic jaw clutch 18 and the second electromagnetic jaw clutch 19, the power output shaft 9 can be connected or disconnected from the first intermediate shaft 7, which is also connected to the front drive shaft 10. The engine 1 can drive the front drive shaft 10 to rotate. The first motor 2 is connected to the power output shaft 9 via a second output shaft 5. The first motor 2 can also drive the front drive shaft 10 to rotate and can also generate electricity via the engine 1. Furthermore, the second motor 3 is connected to the second intermediate shaft 8 via a third output shaft 6. The second intermediate shaft 8 is connected to the rear drive shaft 11, thus enabling the rear-wheel drive mode of the vehicle. Through the cooperation of the engine 1, the first motor 2, and the second motor 3, two-wheel drive or four-wheel drive modes can be achieved. While ensuring that the hybrid power system 100 has multiple driving modes, the power transmission path is simple, the structure is simple and compact, and it is easier to arrange.

[0026] First, it should be noted that in this embodiment, "drive" means to provide power; "run" means to generate electricity only without providing power; and "off" means neither providing power nor generating electricity.

[0027] Specifically, the various driving modes of the hybrid power system 100 in this embodiment are described in detail below: Pure electric two-wheel drive mode: Bistable overrunning clutch 17, first electromagnetic jaw clutch 18 and second electromagnetic jaw clutch 19 are disengaged, engine 1 and first motor 2 are turned off, and second motor 3 is driven. The power transmission path at this time is as follows: second motor 3 drives third output shaft 6 to rotate, third output shaft 6 drives second intermediate shaft 8 to rotate through third gear assembly 15, second intermediate shaft 8 drives rear drive shaft 11 to rotate through fourth gear assembly 16, and rear drive shaft 11 is used to drive the rear wheels of the vehicle to rotate, so that second motor 3 drives the rear wheels of the vehicle to move.

[0028] Pure electric four-wheel drive mode: The bistable overrunning clutch 17 and the first electromagnetic jaw clutch 18 are disengaged, the second electromagnetic jaw clutch 19 is engaged, the engine 1 is shut off, and the first motor 2 and the second motor 3 are driven. The power path at this time is as follows: Based on the aforementioned pure electric two-wheel drive mode, the first motor 2 drives the second output shaft 5 to rotate. The second output shaft 5 drives the power output shaft 9 to rotate through the second gear assembly 14. After the second electromagnetic jaw clutch 19 is engaged, the second gear assembly 14 also drives the first intermediate shaft 7 to rotate. The second intermediate shaft 8 drives the front drive shaft 10 to rotate through the first gear assembly 13. The front drive shaft 10 is used to drive the front wheels of the vehicle to rotate, so that the first motor 2 and the second motor 3 drive the front and rear wheels of the vehicle to move respectively.

[0029] In-situ power generation mode: Bistable overrunning clutch 17 engages, first electromagnetic jaw clutch 18 and second electromagnetic jaw clutch 19 disengage, engine 1 drives, first motor 2 runs, second motor 3 is turned off. The power path at this time is: engine 1 drives first output shaft 4 to rotate. After the bistable overrunning clutch 17 engages, power output shaft 9 and first output shaft 4 are connected by transmission. Power output shaft 9 rotates with the rotation of first output shaft 4. Power output shaft 9 drives second output shaft 5 to rotate through second gear assembly 14. Second output shaft 5 drives first motor 2 to generate electricity.

[0030] Series mode: Bistable overrunning clutch 17 engages, first electromagnetic jaw clutch 18 and second electromagnetic jaw clutch 19 disengage, engine 1 drives, first motor 2 runs, and second motor 3 drives. This mode is the simultaneous operation of the aforementioned stationary power generation mode and pure electric two-wheel drive mode. At this time, engine 1 drives first motor 2 to generate electricity, and second motor 3 drives rear drive shaft 11 to rotate, thereby driving the rear wheels of the vehicle to rotate.

[0031] Parallel first gear mode: The bistable overrunning clutch 17 and the first electromagnetic jaw clutch 18 are engaged, the second electromagnetic jaw clutch 19 is disengaged, the engine 1 is driven, the first motor 2 is turned off, and the second motor 3 is turned off. At this time, the power path is as follows: the engine 1 drives the first output shaft 4 to rotate. After the bistable overrunning clutch 17 is engaged, the power output shaft 9 and the first output shaft 4 are connected. The power output shaft 9 rotates with the rotation of the first output shaft 4. After the first electromagnetic jaw clutch 18 is engaged, the power output shaft 9 is connected to the first gear assembly 13, thereby driving the first intermediate shaft 7 and the front drive shaft 10 to rotate through the first gear assembly 13. The front drive shaft 10 drives the front wheels of the vehicle to rotate, realizing that the engine 1 drives the front wheels of the vehicle to move.

[0032] Parallel two-speed mode: The bistable overrunning clutch 17 and the second electromagnetic jaw clutch 19 are engaged, the first electromagnetic jaw clutch 18 is disengaged, the engine 1 is driven, the first motor 2 is turned off, and the second motor 3 is turned off. At this time, the power path is as follows: the engine 1 drives the first output shaft 4 to rotate. After the bistable overrunning clutch 17 is engaged, the power output shaft 9 and the first output shaft 4 are connected by transmission. The power output shaft 9 rotates with the rotation of the first output shaft 4. After the second electromagnetic jaw clutch 19 is engaged, the power output shaft 9 drives the first intermediate shaft 7 to rotate through the second gear assembly 14. The first intermediate shaft 7 drives the front drive shaft 10 through the first gear assembly 13. The front drive shaft 10 drives the front wheels of the vehicle to rotate, so that the engine 1 drives the front wheels of the vehicle to move.

[0033] Energy recovery mode: Engine 1 and first motor 2 are off, and second motor 3 is running. The power path at this time is as follows: during the vehicle's coasting process, the rear wheels drive the rear drive shaft 11 to rotate. The rear drive shaft 11 drives the second intermediate shaft 8 to rotate through the fourth gear assembly 16. The second intermediate shaft 8 drives the third output shaft 6 to rotate through the third gear assembly 15. The third output shaft 6 drives the second motor 3 to generate electricity.

[0034] In summary, the hybrid power system 100 in this embodiment can realize the above seven main modes to suit different driving environment requirements, offering powerful functionality and greater flexibility. It should be noted that although both the parallel first gear mode and the parallel second gear mode drive the front wheels of the vehicle through the engine 1, the power transmission paths are different, resulting in different output torque and speed, and thus applicable to different scenarios.

[0035] Furthermore, the first gear assembly 13 includes a first driving gear, a first driven gear, and a front differential. The first driving gear is loosely fitted on the power output shaft 9, and the power output shaft 9 is connected or disconnected from the first driving gear through a first electromagnetic jaw clutch 18. The first driven gear is disposed on the first intermediate shaft 7, and the first driven gear meshes with the first driving gear. The front differential is disposed on the front drive shaft 10, and the front differential has a front differential gear, and the front differential gear meshes with the first driven gear.

[0036] Furthermore, the second gear assembly 14 includes a first output gear, a second driving gear, and a second driven gear. The first output gear is disposed on the second output shaft 5; the second driving gear is disposed on the power output shaft 9 and located between the bistable overrunning clutch 17 and the first electromagnetic jaw clutch 18. The second driving gear meshes with the first output gear, and the second driven gear is loosely fitted on the first intermediate shaft 7. The second driven gear meshes with the second driving gear, and the first intermediate shaft 7 is connected or disconnected through the second electromagnetic jaw clutch 19 and the second driven gear.

[0037] Furthermore, the third gear assembly 15 includes a second output gear and a third driven gear. The second output gear is disposed on the third output shaft 6; the third driven gear is disposed on the second intermediate shaft 8. The third driven gear meshes with the second output gear, and the outer diameter of the third driven gear is larger than the outer diameter of the second output gear.

[0038] Furthermore, the fourth gear assembly 16 includes a third driving gear and a rear differential. The third driving gear is mounted on the second intermediate shaft 8 and spaced apart from the third driven gear, and the outer diameter of the third driving gear is smaller than the outer diameter of the third driven gear. The rear differential is mounted on the rear drive shaft 11 and has a rear differential gear that meshes with the third driving gear. Understandably, the meshing of the third driving gear and the rear differential gear, and the smaller outer diameter of the third driving gear compared to the third driven gear, further reduces the rotational speed and increases the torque.

[0039] Based on the hybrid power system described above, please refer to [link / reference]. Figure 2 In the first embodiment of the present invention, the control method includes the following steps: S100: Obtain the real-time operating mode of the hybrid power system and determine the target operating mode of the hybrid power system based on the real-time operating mode; S200: Based on the real-time operating mode and the target operating mode, determine the switching conditions for switching from the real-time operating mode to the target operating mode; and detect the real-time operating status of the hybrid power system to determine whether the real-time operating status meets the switching conditions. S300: If so, the vehicle controller determines that the hybrid system can switch from the real-time operating mode to the target operating mode; it controls the opening or closing of the bistable overrunning clutch, the first electromagnetic jaw clutch and the second electromagnetic jaw clutch through the motor controller, and controls the working state of the first motor and the second motor, and controls the working state of the engine through the engine controller, so that the hybrid system can switch from the real-time operating mode to the target operating mode.

[0040] The hybrid power system control method of the present invention, when switching the operating mode of the hybrid power system, first determines the target operating mode based on the current real-time operating mode of the hybrid power system, and then determines whether the real-time operating state meets the switching conditions by detecting the real-time operating state of the hybrid power system; only when the real-time operating state meets the preset switching conditions is the action of switching from the real-time operating mode to the target operating mode executed, which fundamentally avoids mode switching failure, impact or component damage caused by state mismatch, and is more reliable.

[0041] Specifically, the switching conditions include one or more of the following: SOC (Power Battery Charge) value, throttle opening, and vehicle speed.

[0042] Furthermore, the operating modes of the hybrid power system include pure electric two-wheel drive mode, pure electric four-wheel drive mode, series mode, parallel first gear mode, and parallel second gear mode.

[0043] In the first embodiment of the present invention, specifically, step S100 is as follows: S101: When the real-time operating mode of the hybrid system is pure electric two-wheel drive mode, the target operating mode is determined to be pure electric four-wheel drive mode. Or S102: When the real-time operating mode of the hybrid system is pure electric two-wheel drive mode, the target operating mode is determined to be series mode; Or S103: When the real-time operating mode of the hybrid system is pure electric four-wheel drive mode, the target operating mode is determined to be pure electric two-wheel drive mode; Or S104: When the real-time operating mode of the hybrid system is series mode, the target operating mode is determined to be pure electric two-wheel drive mode; Or S105: When the real-time operating mode of the hybrid power system is series mode, the target operating mode is determined to be parallel mode. Or S106: When the real-time operating mode of the hybrid power system is parallel first gear mode, the target operating mode is determined to be parallel second gear mode; Or S107: When the real-time operating mode of the hybrid power system is parallel second-gear mode, the target operating mode is determined to be series mode.

[0044] It should be noted that switching between the above five modes mainly involves following the steps above. For example, when the real-time operating mode is pure electric two-wheel drive mode, it can only be directly switched to pure electric four-wheel drive mode or series mode. When the real-time operating mode is series mode, it can only be directly switched to pure electric two-wheel drive mode or parallel first gear mode.

[0045] It should also be noted that, for example, in step S102, if the real-time operating mode is pure electric two-wheel drive mode and the target operating mode is series mode, this means not only that the hybrid system can directly switch from pure electric two-wheel drive mode to series mode, but also that it can directly switch from series mode to pure electric two-wheel drive mode. In other words, in the above steps, the real-time operating mode and the target operating mode can be directly switched between each other.

[0046] Understandably, switching between different operating modes is not limited to the steps mentioned above. You can switch between any two modes. For example, when you need to switch from pure electric two-wheel drive mode to parallel two-speed mode, you first need to switch from pure electric two-wheel drive mode to series mode, and then switch from series mode to parallel two-speed mode. Or, when you need to switch from pure electric four-wheel drive mode to series mode, you first need to switch from pure electric four-wheel drive mode to pure electric two-wheel drive mode, and then switch from pure electric two-wheel drive mode to series mode. These steps will not be elaborated on here.

[0047] Please see Figure 3 In the second embodiment of the present invention, based on step S101, step S300 includes: S311: The motor controller detects whether there is a fault in the first motor or the second electromagnetic jaw clutch; S312: If not, the vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. S313: Obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S314: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than the first preset value; S315: If so, the motor controller controls the second electromagnetic jaw clutch to close and feeds back the clutch status of the second electromagnetic jaw clutch as closed, so that the hybrid system switches from pure electric two-wheel drive mode to pure electric four-wheel drive mode.

[0048] Understandably, when switching from pure electric two-wheel drive mode to pure electric four-wheel drive mode, the motor controller first checks for faults in either the first motor or the second electromagnetic jaw clutch to prevent damage to the hybrid system caused by forced switching under faulty conditions. If no faults are found, the vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. Before closing, the motor controller obtains the speed of the first intermediate shaft and adjusts the speed of the first motor based on the speed of the first intermediate shaft. Utilizing the motor's fast response and precise speed adjustment characteristics, it actively makes the speeds of the driving and driven ends of the second electromagnetic jaw clutch tend to be consistent. The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than a first preset value. When the speed difference is less than the preset value, it indicates successful synchronization. At this time, closing the second electromagnetic jaw clutch can avoid shock and wear. The motor controller then controls the second electromagnetic jaw clutch to close and feeds back its engagement state as closed, thereby smoothly switching the hybrid system from pure electric two-wheel drive mode to pure electric four-wheel drive mode. This process achieves a seamless switch from two-wheel drive to four-wheel drive, ensuring smooth switching and effectively extending the service life of the second electromagnetic jaw clutch through precise speed synchronization.

[0049] It should be noted that the switching conditions from pure electric two-wheel drive mode to pure electric four-wheel drive mode are: vehicle SOC (power battery charge) ≥ 20% and throttle opening ≥ 70%. Specifically, the vehicle also has a physical button for pure electric four-wheel drive, and the switching condition also includes the driver manually pressing the physical button for pure electric four-wheel drive.

[0050] Specifically, in step S314, the first preset value is 50 rpm. Furthermore, when the speed difference is less than the first preset value and remains so for 0.2 seconds, step S315 is executed.

[0051] Furthermore, if the determination in step S314 is negative, the motor controller increments the counter by one and determines whether the count is less than five. If the count is less than five, the system returns to step S312 to request the vehicle controller to control the second electromagnetic jaw clutch to close. If the count is greater than or equal to five, the current operating mode, i.e., pure electric two-wheel drive mode, is maintained.

[0052] Furthermore, the time from step S312, when the vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close, to step S315, when the motor controller reports that the second electromagnetic jaw clutch is in the closed state, must be less than 6 seconds; otherwise, the pure electric two-wheel drive mode will be maintained.

[0053] Please see Figure 4 In the third embodiment of the present invention, based on step S102, step S300 includes the following steps: S321: The motor controller detects whether there is a fault in the first motor or the bistable overrunning clutch, the engine controller detects whether there is a fault in the engine, and the battery management module detects whether there is a fault in the power battery. S322: If both are no, the vehicle controller requests the motor controller to control the bistable overrunning clutch to close, and the motor controller reports the bistable overrunning clutch to close. S323: The vehicle controller sends the target control mode of the first motor to the motor controller, which is the speed control mode, and controls the speed of the first motor to increase so that the engine can rotate accordingly. S324: The engine controller detects the engine speed in real time and determines whether the engine speed is greater than the preset speed. S325: If so, the engine controller controls the engine to inject fuel and ignite to start, and feeds back the engine's operating status as running; S326: The vehicle controller sends the torque of the first motor to the motor controller as 0 Nm, causing the hybrid system to switch from pure electric two-wheel drive mode to series mode.

[0054] When the hybrid system needs to switch from pure electric two-wheel drive mode to series mode, firstly, the motor controller checks for faults in the first motor or bistable overrunning clutch, the engine controller checks for faults in the engine, and the battery management module checks for faults in the power battery, ensuring the vehicle can smoothly switch modes and operate normally in the target mode. If no faults are found, the vehicle controller requests the motor controller to engage the bistable overrunning clutch, and the motor controller confirms that the bistable overrunning clutch is engaged, linking the engine output shaft with the power output shaft. Subsequently, the vehicle controller sends the target control mode for the first motor to the motor controller as speed control mode, and controls the first motor speed to increase, thereby driving the engine to rotate. Utilizing the controllable torque and precisely adjustable speed of the first motor, the engine is "draggled" to the starting speed. When the engine controller detects in real time that the engine speed is greater than the preset speed, the engine controller controls the engine to inject fuel and ignite, and reports that the engine is running. This process achieves a smooth engine start, avoiding the shock sensation of starting with a traditional starter motor. Finally, the vehicle controller sends a torque of 0 Nm from the first motor to the motor controller. At this point, the engine has successfully started. After the first motor releases torque, it rotates along with the generator to generate electricity, thus switching the hybrid system from pure electric two-wheel drive mode to series mode. The entire process utilizes the first motor to drive the engine, achieving a smooth and successful engine start and completing the mode transition from pure electric two-wheel drive mode to series mode.

[0055] It should be noted that the switching condition for switching from pure electric two-wheel drive mode to series mode is that the vehicle's SOC (power battery charge) is less than 25%.

[0056] Specifically, the preset rotational speed in step S324 is 1000 rpm.

[0057] Furthermore, in step request S323, after the vehicle controller requests the motor controller to control the speed of the first motor to increase, if the engine speed cannot reach 1000 rpm within 5 seconds, the vehicle controller increments the counter by 1. When the count is greater than 3, the engine remains in a stopped state, i.e., the engine has failed to start. When the count is less than or equal to 3, step S323 continues to be executed.

[0058] Please see Figure 5 In the fourth embodiment of the present invention, based on step S103, step S300 includes the following steps: S331: The vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch; S332: The motor controller controls the first motor to unload torque and determines in real time whether the motor has completed unloading torque; S333: If so, the motor controller controls the first motor to send jitter torque; S334: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than the second preset value; S335: If so, the motor controller controls the second electromagnetic jaw clutch to disengage and feeds back the engagement state of the second electromagnetic jaw clutch as disengaged, so that the hybrid system switches from pure electric four-wheel drive mode to pure electric two-wheel drive mode. S336: If not, the motor controller increments the count value by one and determines whether the count is greater than the pre-designed value. If not, it returns to step S333. If yes, it maintains the pure electric four-wheel drive mode.

[0059] When the hybrid system switches from pure electric four-wheel drive mode to pure electric two-wheel drive mode, firstly, the vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch. The motor controller first controls the first motor to unload torque and continuously checks whether the torque unloading is complete. Torque unloading eliminates the torque transmitted by the second electromagnetic jaw clutch, placing it in an "unloaded" state, thus creating conditions for the safe disengagement of the second electromagnetic jaw clutch. If torque unloading is complete, the motor controller controls the first motor to send a jittering torque. This jittering torque is a small, rapidly alternating positive and negative torque command. Its working principle is to use small torque fluctuations to overcome the static friction between the driving and driven ends of the second electromagnetic jaw clutch, making it easier for the second electromagnetic jaw clutch to disengage. Then, the motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than a second preset value. If so, the motor controller controls the second electromagnetic jaw clutch to disengage and reports its engagement status as disengaged, thereby switching the hybrid system from pure electric four-wheel drive mode to pure electric two-wheel drive mode. If the speed difference is less than the second preset value, the motor controller increments the count and checks if the count is greater than the preset value. If not, it returns to the step of sending the jitter torque; if so, it maintains the pure electric four-wheel drive mode. This allows for multiple attempts to disengage the clutch, stopping the switching after several failures, thus avoiding endless repetitive operations when the second electromagnetic clutch is stuck, resulting in better safety and reliability.

[0060] Specifically, the conditions for switching from pure electric four-wheel drive mode to pure electric two-wheel drive mode are: vehicle SOC (power battery charge) < 25%, throttle opening < 70%, and vehicle speed < 45km / h.

[0061] Specifically, the jitter torque in step S333 is ±7 Nm, with a period of 0.3 s. The second preset value in step S334 is 25 rpm. Furthermore, step S335 is executed only after the speed difference is ≥ the second preset value and maintained for 0.1 seconds. The preset count value in step S336 is 5.

[0062] Furthermore, the time from the start of the vehicle controller requesting the motor controller to disengage the second electromagnetic clutch in step S331 to the time of the motor controller's feedback that the second electromagnetic clutch is disengaged in step S335 must be less than 6 seconds; otherwise, the pure electric four-wheel drive mode will be maintained.

[0063] Please see Figure 6 In the fifth embodiment of the present invention, based on step S104, step S300 includes the following steps: S341: The vehicle controller sends the target control mode of the first motor to the motor controller as torque control mode, and continuously reduces the torque of the first motor to the preset target torque; S342: The vehicle controller sends a torque request of 0 Nm to the engine controller; S343: Controls the engine's steady-state torque to 0 Nm via the engine controller and feeds back the engine's operating status as stopping, causing the engine to stop injecting fuel. S344: The engine controller determines whether the engine has stopped rotating, and the motor controller determines whether the first motor has stopped rotating and the torque is 0 Nm. S345: If all are yes, then the engine controller will report the engine's operating status as initial; S346: The vehicle controller requests the motor controller to open the bistable overrunning clutch; S347: The motor controller controls the bistable overrunning clutch to open and provides feedback that the bistable overrunning clutch is in the open state, thus switching the hybrid system from series mode to pure electric two-wheel drive mode.

[0064] When the hybrid system switches from series mode to pure electric two-wheel drive mode, firstly, the vehicle controller sends the target control mode for the first motor to torque control mode to the motor controller, continuously reducing the torque of the first motor to the preset target torque. This process unloads the engine by gradually reducing the load torque of the first motor. Simultaneously, the vehicle controller sends a torque request of 0 Nm to the engine controller. The engine controller controls the engine's steady-state torque to reach 0 Nm and feeds back the engine's operating status as stopped, causing the engine to stop injecting fuel. This step achieves active engine shutdown and ensures that it no longer outputs torque. Subsequently, the engine controller determines whether the engine has stopped rotating, and the motor controller determines whether the first motor has stopped rotating and its torque is 0 Nm. If both are true, the engine controller feeds back the engine's operating status as the initial state. At this point, both the engine and the first motor have stopped running, and there is no torque transmission in the transmission system, facilitating the safe engagement of the bistable overrunning clutch. The vehicle controller requests the motor controller to control the bistable overrunning clutch to open. The motor controller controls the bistable overrunning clutch to open and feeds back its engagement status as open, thereby switching the hybrid system from series mode to pure electric two-wheel drive mode. The entire process, through the sequence of unloading, then shutting off the engine, and finally disconnecting, ensures that the first output shaft and the power output shaft are disconnected while the engine is stationary, resulting in better reliability.

[0065] Specifically, the switching condition for switching from series mode to pure electric two-wheel drive mode is when SOC ≥ 25% and throttle opening < 70%. The preset target torque in step S341 is -30Nm.

[0066] Please see Figure 7 In the sixth embodiment of the present invention, based on step S105, step S300 includes the following steps: S351: The motor controller detects whether there is a fault in the first electromagnetic jaw clutch; S352: If not, the vehicle controller requests the motor controller to control the first electromagnetic jaw clutch to close. S353: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; S354: Obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S355: The motor controller determines whether the speed difference between the two ends of the first electromagnetic tooth clutch is less than the first preset value, and the motor controller and the engine controller determine whether the first motor and the engine have completed torque release respectively. S356: If both are yes, the motor controller controls the first electromagnetic jaw clutch to close and feeds back the engagement state of the first electromagnetic jaw clutch as closed, so that the hybrid power system switches from series mode to parallel mode.

[0067] When the hybrid system switches from series mode to parallel mode, the motor controller first checks for faults in the first electromagnetic jaw clutch to ensure a smooth mode switch. If the first electromagnetic jaw clutch is functioning correctly, the vehicle controller requests the motor controller to engage it. Before engagement, the motor controller and engine controller respectively control the first motor and engine to release torque. This step ensures that neither the engine nor the first motor transmits torque to the first electromagnetic jaw clutch at the moment of engagement, preventing impact. Simultaneously, the speed of the first intermediate shaft is acquired, and the motor controller adjusts the speed of the first motor based on this speed. This step utilizes the motor's active speed synchronization to ensure that the speeds of both ends of the first electromagnetic jaw clutch are consistent. Then, when the motor controller determines that the speed difference between the two ends of the first electromagnetic jaw clutch is less than a preset value, and both the motor controller and engine controller determine that the torque release of the first motor and engine is complete, the motor controller controls the first electromagnetic jaw clutch to engage and reports that it is engaged, thus switching the hybrid system from series mode to parallel mode. This process enables a smooth and rapid switch from series mode to parallel mode, resulting in better reliability.

[0068] Specifically, the switching conditions for switching from series mode to parallel first gear mode are when SOC≥20%, vehicle speed≥45km / h, and throttle opening<70%.

[0069] The first preset value in step S355 is 50 rpm. Furthermore, when the speed difference in step S355 is less than the first preset value and remains so for 0.2 seconds, step S356 is executed.

[0070] Furthermore, if at least one of the steps in S355 is determined to be no, the motor controller increments the count by 1 and determines whether the count is less than 5. If yes, it returns to step S353; otherwise, it maintains the serial mode.

[0071] Furthermore, from the time the vehicle controller requests the motor controller to close the first electromagnetic jaw clutch in step S352 to the time the motor controller feedbacks the first electromagnetic jaw clutch to be in the closed state in step S356, the time must be less than 6 seconds; otherwise, the vehicle will remain in series mode.

[0072] Please see Figure 8 In the seventh embodiment of the present invention, based on step S106, step S300 includes the following steps: S361: The vehicle controller requests the motor controller to disengage the first electromagnetic jaw clutch; S362: The motor controller and the engine controller respectively control the first motor and the engine to unload torque, and the motor controller and the engine controller respectively determine whether the first motor and the engine have completed unloading torque; S363: If so, the motor controller controls the first motor to send jitter torque; S364: The motor controller determines whether the speed difference between the two ends of the first electromagnetic jaw clutch is greater than the second preset value; S365: If so, the motor controller controls the first electromagnetic jaw clutch to disengage and feeds back the engagement state of the first electromagnetic jaw clutch as disengaged. S366: The vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. S367: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; and obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S368: The motor controller and the engine controller respectively determine whether the first motor and the engine have completed torque unloading, and the motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than the first preset value. S369: If both are yes, the motor controller controls the two electromagnetic jaw clutches to close and feeds back the engagement status of the second electromagnetic jaw clutch as closed, so that the hybrid power system switches from parallel first gear mode to parallel second gear mode.

[0073] When the hybrid system switches from parallel first gear mode to parallel second gear mode, it mainly needs to disengage the first electromagnetic jaw clutch and engage the second electromagnetic jaw clutch.

[0074] First, the vehicle controller requests the motor controller to disengage the first electromagnetic jaw clutch. Then, the motor controller and engine controller respectively control the first motor and engine to release torque. After the torque is released, the motor controller controls the first motor to send a jerking torque, which overcomes the static friction of the engagement surface of the first electromagnetic jaw clutch, making it easier to disengage. Simultaneously, when the motor controller determines that the speed difference between the two ends of the first electromagnetic jaw clutch is greater than a second preset value, it indicates that the first electromagnetic jaw clutch has physically disengaged. The motor controller then controls its disengagement and provides feedback on the status, completing the disengagement of the first electromagnetic jaw clutch.

[0075] Subsequently, the vehicle controller requests the motor controller to engage the second electromagnetic jaw clutch. The motor controller and engine controller then respectively control the first motor and engine to unload torque. The motor controller also acquires the speed of the first intermediate shaft and adjusts the speed of the first motor based on the speed of the first intermediate shaft to synchronize the speed for engagement of the second electromagnetic jaw clutch. Once both the first motor and engine have unloaded torque, and the motor controller determines that the speed difference between the two ends of the second electromagnetic jaw clutch is less than a first preset value, the motor controller controls the second electromagnetic jaw clutch to engage, thereby switching the hybrid system from parallel first-gear mode to parallel second-gear mode.

[0076] The entire switching process first disengages the first electromagnetic jaw clutch and then engages the second electromagnetic jaw clutch. Through two independent speed synchronization and torque control, the smoothness of the switching process and the continuity of power output are ensured.

[0077] Furthermore, the switching conditions for switching from parallel first gear mode to parallel second gear mode are when SOC≥20%, vehicle speed≥80km / h, and throttle opening<70%.

[0078] Specifically, the oscillation torque in step S363 is ±7 Nm, with a period of 0.3 s. The second preset value in step S364 is 25 rpm. Furthermore, when the speed difference in step S364 is greater than the second preset value and remains so for 0.1 seconds, step S365 is executed.

[0079] Furthermore, if the determination in step S364 is negative, the motor controller increments the count by one and determines whether the count is less than 5. If it is, it returns to step S363; otherwise, it maintains the parallel connection mode.

[0080] Furthermore, from step S361, when the vehicle controller requests the motor controller to disengage the first electromagnetic jaw clutch, to the time when the motor controller reports that the first electromagnetic jaw clutch is disengaged, the time must be less than 6 seconds; otherwise, the parallel 1st gear mode will be maintained. It should be noted that after step S365 is completed, the hybrid system is in series mode.

[0081] Specifically, the first preset value in step S368 is 50 rpm. Furthermore, when the speed difference in step S368 is less than the first preset value and remains so for 0.2 seconds, step S369 is executed.

[0082] Furthermore, if at least one of the determinations in step S368 is negative, the motor controller increments the count by one and determines whether the count is less than 5. If it is, the process returns to step S367. If it is not, the process switches to pure electric two-wheel drive mode through the aforementioned series mode switching to pure electric two-wheel drive mode.

[0083] Furthermore, from the time the vehicle controller requests the motor controller to close the second electromagnetic jaw clutch in step S366 to the time the motor controller reports the second electromagnetic jaw clutch as closed in step S369, the time must be less than 6 seconds. Otherwise, the hybrid system will switch to pure electric two-wheel drive mode through the aforementioned series mode switching to pure electric two-wheel drive mode.

[0084] Please see Figure 9 In the eighth embodiment of the present invention, based on step S107, step S300 includes the following steps: S371: The vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch; S372: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; S373: The motor controller and the engine controller respectively determine whether the torque release of the first motor and the engine has been completed; S374: If so, the motor controller controls the first motor to send jitter torque; S375: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than the second preset value; S376: If so, the motor controller controls the second electromagnetic jaw clutch to disengage and feeds back the engagement status of the second electromagnetic jaw clutch as disengaged, so that the hybrid power system switches from parallel second-gear mode to series mode.

[0085] When the hybrid system switches from parallel second-gear mode to series mode, the primary step is to disengage the second electromagnetic jaw clutch. First, the vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch. After the first motor and engine have released torque, the first motor sends a pulsating torque to help the second electromagnetic jaw clutch overcome static friction and achieve smooth disengagement. When the speed difference between the two ends of the second electromagnetic jaw clutch exceeds a second preset value, the motor controller controls its disengagement and provides feedback, thereby switching the hybrid system from parallel second-gear mode to series mode. At this point, the engine can efficiently drive the first motor to generate electricity, while the second motor independently drives the vehicle.

[0086] Furthermore, the switching condition for switching from parallel second-gear mode to series mode is when SOC < 15%, or throttle opening ≥ 70%.

[0087] Furthermore, the hybrid system can switch from parallel first-gear mode to series mode, with the switching conditions being SOC < 15%, vehicle speed < 45 km / h, or throttle opening ≥ 70%. The difference between switching from parallel second-gear mode to series mode is that the first electromagnetic jaw clutch is disengaged.

[0088] Furthermore, when the hybrid system is in parallel second-gear mode and meets the switching conditions of SOC≥20%, throttle opening<70%, and vehicle speed<80km / h, the hybrid system can switch from parallel second-gear mode to parallel first-gear mode.

[0089] This invention also proposes a hybrid power system for executing the hybrid power system control method described above. The hybrid power system has been previously described and will not be repeated here.

[0090] The above description is merely an exemplary embodiment of the present invention and does not limit the scope of protection of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A control method for a hybrid power system, characterized in that, The hybrid power system includes an engine, a first motor, a second motor, a first output shaft, a second output shaft, a third output shaft, a first intermediate shaft, a second intermediate shaft, a power output shaft, a front drive shaft, a rear drive shaft, a power battery, a motor controller, an engine controller, a vehicle controller, and a battery management module. The first output shaft is connected to the engine, the second output shaft is connected to the first motor, and the third output shaft is connected to the second motor. The first output shaft is connected to or disconnected from the power output shaft via a bistable overrunning clutch. The first intermediate shaft is connected to the front drive shaft via a first gear assembly, and the power output shaft is connected to or disconnected from the first gear assembly via a first electromagnetic jaw clutch. The second output shaft is connected to the power output shaft via a second gear assembly, and the first intermediate shaft is also connected to or disconnected from the second gear assembly via a second electromagnetic jaw clutch. The third output shaft is connected to the second intermediate shaft via a third gear assembly, and the second intermediate shaft is connected to the rear drive shaft via a fourth gear assembly. Both the first motor and the second motor are electrically connected to the power battery. The control method includes the following steps: S100: Obtain the real-time operating mode of the hybrid power system, and determine the target operating mode of the hybrid power system based on the real-time operating mode; S200: Based on the real-time operating mode and the target operating mode, determine the switching conditions for switching from the real-time operating mode to the target operating mode; and detect the real-time operating status of the hybrid power system to determine whether the real-time operating status meets the switching conditions; S300: If so, the vehicle controller determines that the hybrid system can switch from the real-time operating mode to the target operating mode; the motor controller controls the bistable overrunning clutch, the first electromagnetic jaw clutch and the second electromagnetic jaw clutch to open or close, and controls the operating state of the first motor and the second motor, and controls the operating state of the engine through the engine controller, so that the hybrid system switches from the real-time operating mode to the target operating mode.

2. The hybrid power system control method as described in claim 1, characterized in that, The operating modes of the hybrid power system include pure electric two-wheel drive mode, pure electric four-wheel drive mode, series mode, parallel first gear mode and parallel second gear mode. Step S100 is as follows: S101: When the real-time operating mode of the hybrid power system is pure electric two-wheel drive mode, the target operating mode is determined to be pure electric four-wheel drive mode. Or S102: When the real-time operating mode of the hybrid power system is pure electric two-wheel drive mode, the target operating mode is determined to be series mode; Or S103: When the real-time operating mode of the hybrid power system is pure electric four-wheel drive mode, the target operating mode is determined to be pure electric two-wheel drive mode; Or S104: When the real-time operating mode of the hybrid power system is series mode, the target operating mode is determined to be pure electric two-wheel drive mode; Or S105: When the real-time operating mode of the hybrid power system is series mode, the target operating mode is determined to be parallel mode. Or S106: When the real-time operating mode of the hybrid power system is parallel first gear mode, the target operating mode is determined to be parallel second gear mode; Or S107: When the real-time operating mode of the hybrid power system is parallel second-gear mode, the target operating mode is determined to be series mode.

3. The hybrid power system control method as described in claim 2, characterized in that, Based on step S101, step S300 includes: S311: The motor controller detects whether there is a fault in the first motor or the second electromagnetic jaw clutch; S312: If not, the vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. S313: Obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S314: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than the first preset value; S315: If so, the motor controller controls the second electromagnetic jaw clutch to close and feeds back the clutch status of the second electromagnetic jaw clutch as closed, so that the hybrid power system switches from pure electric two-wheel drive mode to pure electric four-wheel drive mode.

4. The hybrid power system control method as described in claim 2, characterized in that, Based on step S102, step S300 includes the following steps: S321: The motor controller detects whether there is a fault in the first motor or the bistable overrunning clutch, the engine controller detects whether there is a fault in the engine, and the battery management module detects whether there is a fault in the power battery. S322: If both are no, the vehicle controller requests the motor controller to control the bistable overrunning clutch to close, and the motor controller reports the bistable overrunning clutch to close. S323: The vehicle controller sends the target control mode of the first motor to the motor controller, which is the speed control mode, and controls the speed of the first motor to increase so that the engine can rotate accordingly. S324: The engine controller detects the engine speed in real time and determines whether the engine speed is greater than the preset speed. S325: If so, the engine controller controls the engine to inject fuel and ignite to start, and feeds back the engine's operating status as running; S326: The vehicle controller sends the torque of the first motor to the motor controller as 0 Nm, causing the hybrid system to switch from pure electric two-wheel drive mode to series mode.

5. The hybrid power system control method as described in claim 2, characterized in that, Based on step S103, step S300 includes the following steps: S331: The vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch; S332: The motor controller controls the first motor to unload torque and determines in real time whether the motor has completed unloading torque; S333: If so, the motor controller controls the first motor to send jitter torque; S334: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than the second preset value; S335: If so, the motor controller controls the second electromagnetic jaw clutch to disengage and feeds back the engagement state of the second electromagnetic jaw clutch as disengaged, so that the hybrid power system switches from pure electric four-wheel drive mode to pure electric two-wheel drive mode. S336: If not, the motor controller increments the count value by one and determines whether the count is greater than the pre-designed value. If not, it returns to step S333. If yes, it maintains the pure electric four-wheel drive mode.

6. The hybrid power system control method as described in claim 2, characterized in that, Based on step S104, step S300 includes the following steps: S341: The vehicle controller sends the target control mode of the first motor to the motor controller as torque control mode, and continuously reduces the torque of the first motor to the preset target torque; S342: The vehicle controller sends a torque request of 0 Nm to the engine controller; S343: Controls the engine's steady-state torque to 0 Nm via the engine controller and feeds back the engine's operating status as stopping, causing the engine to stop injecting fuel. S344: The engine controller determines whether the engine has stopped rotating, and the motor controller determines whether the first motor has stopped rotating and the torque is 0 Nm. S345: If all are yes, then the engine controller will report the engine's operating status as initial; S346: The vehicle controller requests the motor controller to open the bistable overrunning clutch; S347: The motor controller controls the bistable overrunning clutch to open and feeds back the engagement state of the bistable overrunning clutch as open, so that the hybrid power system switches from series mode to pure electric two-wheel drive mode.

7. The hybrid power system control method as described in claim 2, characterized in that, Based on step S105, step S300 includes the following steps: S351: The motor controller detects whether there is a fault in the first electromagnetic jaw clutch; S352: If not, the vehicle controller requests the motor controller to control the first electromagnetic jaw clutch to close. S353: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; S354: Obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S355: The motor controller determines whether the speed difference between the two ends of the first electromagnetic clutch is less than the first preset value, and the motor controller and the engine controller determine whether the first motor and the engine have completed torque release respectively. S356: If both are yes, the motor controller controls the first electromagnetic jaw clutch to close and feeds back the engagement state of the first electromagnetic jaw clutch as closed, so that the hybrid power system switches from series mode to parallel mode.

8. The hybrid power system control method as described in claim 2, characterized in that, Based on step S106, step S300 includes the following steps: S361: The vehicle controller requests the motor controller to disengage the first electromagnetic jaw clutch; S362: The motor controller and the engine controller respectively control the first motor and the engine to unload torque, and the motor controller and the engine controller respectively determine whether the first motor and the engine have completed unloading torque; S363: If so, the motor controller controls the first motor to send jitter torque; S364: The motor controller determines whether the speed difference between the two ends of the first electromagnetic jaw clutch is greater than the second preset value; S365: If so, the motor controller controls the first electromagnetic jaw clutch to disengage and feeds back the engagement state of the first electromagnetic jaw clutch as disengaged. S366: The vehicle controller requests the motor controller to control the second electromagnetic jaw clutch to close. S367: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; and obtain the rotational speed of the first intermediate shaft, and the motor controller adjusts the rotational speed of the first motor according to the rotational speed of the first intermediate shaft; S368: The motor controller and the engine controller respectively determine whether the first motor and the engine have completed torque unloading, and the motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is less than the first preset value. S369: If both are yes, the motor controller controls the two electromagnetic jaw clutches to close and feeds back the engagement state of the second electromagnetic jaw clutch as closed, so that the hybrid power system switches from parallel first gear mode to parallel second gear mode.

9. The hybrid power system control method as described in claim 2, characterized in that, Based on step S107, step S300 includes the following steps: S371: The vehicle controller requests the motor controller to disengage the second electromagnetic jaw clutch; S372: The motor controller and the engine controller respectively control the first motor and the engine to unload torque; S373: The motor controller and the engine controller respectively determine whether the torque release of the first motor and the engine is complete; S374: If so, the motor controller controls the first motor to send jitter torque; S375: The motor controller determines whether the speed difference between the two ends of the second electromagnetic jaw clutch is greater than the second preset value; S376: If so, the motor controller controls the second electromagnetic jaw clutch to disengage and feeds back the engagement state of the second electromagnetic jaw clutch as disengaged, so that the hybrid power system switches from parallel second-gear mode to series mode.

10. A hybrid power system, characterized in that, The hybrid power system is used to perform the hybrid power system control method as described in any one of claims 1 to 9.

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